727 Airplane Characteristics For Airport Planning - 1985 PDF

i AIRPLANE CHARACTERISTICS AIRPORT PLANNING BOLING COMMERCIAL AIRPLANE COMPANY (ADIVISION OF THE BOEING COMPANY) D6-58324 ‘APRIL 1985 i‘THIS PAGE INTENTIONALLY LEFT BLANK D6-58324727 AIRPLANE CHARACTERISTICS REVISIONS Page Date Page Date L Page Date Original Teo 108_| February 1969 41 June 1978 88 | December 1972 Revel 42 June 1978 89 February 1969 esas | December 1972 B June 1978 90 June 1978 44 June 1978 1 June 1978 ei June 1978 45 June 1978 92 June 1978 46 June 1978 8 Tune 1978 Rev. C ‘April 1985 47 June 1978 94 June 1978 1 February 1969 48 June 1978 95 June 1978 2 June 1978 49 June 1978 96 June 1978 3 June 1978 50 June 1978 ” June 1978 4 June 1978 51 June 1978 98 June 1978 5 June 1978, 52 June 1978 99 April 1985 6 Blank 3 June 1978 100 April 1985 7 February 1969 54 Blank 101 April 1985 8 | December 1972 35 June 1978 102 April 1985 9 June 1978 56 June 1978 103 April 1985 10 June 1978 37 February 1969 104 April 1985 ul June 1978 58 February 1969 105 April 1985 12 June 1978 39 June 1978 106 April 1985 13 June 1978 60 Tune 1978 107 April 1985 14 June 1978 61 June 1978 108 April 1985 15 Tune 1978 Cy June 1978 109 April 1985 16 June 1978 8B June 1978 110 April 1985 7 Tune 1978 “4 June 1978 ML April 1985 18 June 1978 65 June 1978 112 April 1985 19 | December 1972 66 June 1978 113 April 1985 20 Tune 1978 o7 February 1969 14 April 1985 21 June 1978 68 February 1969 1s. April 1985 2 Tune 1978 oo February 1969 116 April 1985 23 June 1978 70 June 1978 117 April 1985 4 June 1978 n June 1978 18 April 1985 25 June 1978 R June 1978 ug April 1985 26 June 1978 B June 1978 120 April 1985 27 February 1969 "4 December 1972 121 April 1985 28 February 1969 75 June 1978 122 April 1985 29 June 1978 76 June 1978 123 April 1985 30 June 1978 7 June 1978 124 April 1985 31 June 1978 B June 1978 125 ‘April 1985 32 June 1978 9 June 1978 126 April 1985 33 June 1978 80 June 1978 127 April 1985 34 June 1978 81 June 1978 128 April 1985 35 June 1978 2 June 1978 129 April 1985 36 June 1978 83 June 1978 130 April 1985 37 June 1978 84 June 1978 131 April 1985 38 June 1978 85 June 1978 132 April 1985 39 June 1978, 86 December 1972 133 December 1972 40 June 1978 87 December 1972 134 June 1978 Le D6-58324 APRIL 1985,iv 727 AIRPLANE CHARACTERISTICS. REVISIONS Page Date Page Date Page Date 135 December 1972 136 Blank 137 June 1978 138 Blank 139 June 1978 140 Blank 141 June 1978 142 Blank 143 June 1978 144 Blank 145 June 1978 146 Blank 147 June 1978 148 Blank 149 June 1978 150 Blank 151 June 1978 152 Blank 153, June 1978 154 Blank 155 June 1978 APRIL 1985 D6-58324SECTION 1.0 La 12 13 2.0 21 2.2 2.3 24 25 2.6 27 3.0 3 32 33 4.0 41 42 43 44 45 46 5.0 5a 5.2 53 54 5.5 5.6 57 ‘TABLE OF CONTENTS TITLE PREFACE Scope Introduction Brief Description and Comparison of the 727 Family of Airplanes AIRPLANE DESCRIPTION General Characteristics General Dimensions Ground Clearances Interior Arrangements Cabin Cross Sections Lower Cargo Compartment Capacities Door Clearances AIRPLANE PERFORMANCE Payload/Range for Long-Range Cruise CAR, Takeoff Runway Length Requirements C.A.R. Landing Runway Length Requirements GROUND MANEUVERING General Information ‘Turning Radii, No Slip Angle Minimum Turning Radii Visibility From Cockpit Runway and Taxiway Turn Paths Runway Holding Bay (Apron) TERMINAL SERVICING Airplane Servicing Arrangement—Typical Turnaround ‘Terminal Operations—Turnaround Station ‘Terminal Operations—En Route Station Ground Service Connections Engine Starting Pneumatic Requirements Air Conditioning Requirements Ground Towing Requirements D6-58324 ene a 2 4 15 19 22 29 37 st 35 56 37 asses 67 68 70 Rn 4 81 87 APRIL 1985vi SECTION 6.0 6.1 62 7.0 WW 12 73 14 18 16 WwW 18 19 7.10 7M 8.0 9.0 APRIL 1985 ‘TABLE OF CONTENTS (Continued) TITLE IET ENGINE WAKE AND NOISE DATA Jet Engine Exhaust Velocities and Temperatures Airport and Community Noise PAVEMENT DATA General Information Landing-Gear Footprint Maximum Pavement Loads Landing-Gear Loading on Pavement Flexible Pavement Requirements—U.S. Army Corp of Engineers Method S-77-1 and FAA Method Flexible Pavement Requirements, LCN Conversion Rigid Pavement Requirements, Portland Cement Association Rigid Pavement Requirements, LCN Conversion Rigid Pavement Requirements, FAA Design Method ACN/PCN Reporting System Tire Inflation Charts (Variable Pressure) FUTURE 727 DERIVATIVE AIRPLANES SCALED 727 DRAWINGS 1D6-58324 PAGE 89 90 100 104 106 107 109 m1 4 116 120 122 BI 133 135,1.0 PREFACE LA Scope 1.2 Introduction 1.3. Brief Description and Comparison of the 727 Family of Airplanes D6-58324 FEBRUARY 1969 11.0 PREFACE 1.1 Scope This document provides, i airport planning. Since operational practices vary among airlines, specific data should be coordinated with the using airlines prior to facility design. The Boeing Commercial Airplane Company should be contacted for any additional information required. a standardized format, airplane characteristics data for general Format of the document reflects the results of a coordinated effort by representatives from the following organizations: Aerospace Industries Association of America Airport Operators Council International Air Transport Association of America International Air Transport Association 1.2. Introduction This document conforms to NAS 3601. It provides characteristics of the Boeing Model 727 family of airplanes for airport planners and operators, aitlines, architectural and engineering consultant organizations, and other interested industry agencies. Airplane changes and available options may alter model characteristics; the data presented herein reflect typical airplanes in each model category. For additional information contact: The Boeing Commercial Airplane Company P.O, Box 3707 Seattle, Washington 98124 USA, Attention: Manager, Airport Development Mail Stop 9R-31 2 sune 1978 D6-583241.3. A Brief Description and Comparison of the 727 Family of Airplanes ‘The 727-100 is a three-engine jet transport airplane designed for short to medium ranges and short runway operations. The Pratt & Whitney JT8D turbofan engines provide ample thrust for rapid climbout. The airplane also has rapid descent and short-field landing capability. The airplane is highly self-sufficient on the ground, and the cabin cross section is the same as that of the 707 and 737 models. Significant features of interest to the airport planner include the following: ‘© Engines are located near the tail of the airplane on the fuselage. ‘© The horizontal stabilizer is mounted atop the vertical fin. © The airplane has self-contained stairways; the ventral stairway is standard and a forward stairway is optional. © An auxiliary power unit is standard, and it allows the airplane to function without ground-supplied electrical or pneumatic power © Servicing connections are provided for single station pressure refueling and overwing, gravity refueling. © All servicing of the 727 is accomplished with standard ground equipment. 727-1006 A large cargo door on the upper deck is the prominent feature of the convertible cargo configuration of the 727-100 series. It has removable or foldaway internal fixtures that allow it to carry various ratios of passengers and cargo on the upper deck. This model has a higher empty weight and payload capability than the basic passenger model, but is dimensionally the same. ‘The 727-100QC is an optional quick-change configuration of the -100C in which the passenger seats are mounted on pallets so that conversion can be made from passenger to cargo configuration in a matter of minutes, When equipped with a palletized passenger interior, the -100QC empty weight is approximately 3,600 Ib. (1,634 kg.) higher than that of the -100€, 1658324 JUNE 1978 3727-200 The original 727-200 was an extended-body version of the 727-100 with no increase in taxi gross weight, Two 10-foot sections were inserted into the fuselage, one forward of the front wing spar and the other aft of the main wheel well. This allowed additional passenger and cargo capacity for airlines with medium-haul, high-density traffic routes. The -200 empty weight and maximum gross weight are higher than the short-body versions. Advanced 727-200 Advanced development features have produced significant improvements over the original 727-200 which result in improved performance and capability. Advanced 727-200 Principal Features © Basic + 185,800 LB (84,350 kg) maximum taxi weight JT8D-9A Engines, = Quiet Nacelle « New Interior « Integral wing center section fuel Automatic spoilers and Mark III brake anti-skid system Cascade vane thrust reverser Automatic braking + Ground proximity warning © Options (examples) 191,000 Ib (86,700 kg) maximum taxi weight 195,500 tb (88,800 kg) maximum taxi weight 197,700 Ib (89,800 kg) maximum taxi weight 210,000 Ib (95,300 ke) maximum taxi weight 161,000 tb (73,100 kg) landing weight 141,000 tb (64,010 kg) zero fuel weight 40° fap load limiter 50 x 21 IN (1.27 x 0.53M) tires JT8D-15, JT8D-17 or JTSD-17K engines with full acoustical treatment Automatic Performance Reserve (APR) with JT8D-17R engine Supplementary fuel, up to 2480 U.S. gal. (9,390 1) Carry-All overhead compartment Containerized baggage system Lowered landing minimums - Category Illa with 50-ft/15 m decision height ‘Area navigation (RNAV) Dual inertial navigation system ‘Omega navigation system Digital TAT/EPRL system Forward airstairs 4 aune 1978 D6-58324Advanced 727-200 Characteristics and options of Interest to Airports: Lower community noise Improved takeoff distance Higher gross weights Reduced stopping distance * Higher landing weight + Increased fuel capacity * Improved runway loading + Forward Airstairs 727 Engines Early 727s were equipped with JT8D-1 engines; later models used JT8D-7 engines. The JT8D-9, -11, -15,-17 and -17R engines reflect successive improvements in the areas of Noise Reduction, Thrust, and Maintenance Costs. Currently, the JT8D-1, 7 and 9 are used on the 727-100, the JT8D-7, -9 and -11 on the original 727-200, and ST8D-9, -15, -17 and -17R on the Advanced 727-200. ENGINE THRUST DATA: MODEL MAX THRUST POUNDS __ JTSD-1 14,000 JT8D-7 14,000 IT8D-9 14,500 ITSD-11 15,000 ITBD-15 15,500 IT8D-17 16,000 JT8D-17R 17,400 ‘The standard option installation of the JT8D-17R on the 727-200 includes a Boeing con- ceived control system called Automatic Performance Reserve (APR). With this system i stalled the alternate JT8D-17R rating of 16,400 pounds is used for takeoff. In the event of an engine failure during takeoff the APR system senses the engine failure and automat ically advances the fuel control to the maximum rated takeoff thrust on the remaining engines ‘The JT8D-17R engine with APR is of particular benefit on hot days at high altitude airports. The allowable takeoff gross weight increase at a typical high altitude airport would be from 3000 to 9000 pounds (1400 to 4100 ke). 727 Gravel Runway Capability 727 Gravel Runway Capability is available for retrofit on 727-100 and -100€ airplanes. With this capability, the 727 brings a new era of jet transportation to remote areas where only propeller-driven airplanes have operated previously. The special environment of the gravel runway dictates some changes in operating procedures and techniques for maximum operational safety and economy. The Boeing Company and the FAA have specified procedural changes for operating the 727 from gravel runways. Airports interested in operational details associated with 727 Gravel Runway Capability are referred to the using airline or the Boeing Commercial Airplane Company. ‘NOTE: Pages in this document titled “Model 727-200" are applicable to both the 727-200 and Advanced 727-200. Pages uniquely applicable to a specific model are so marked, D6-58324 JUNE 1978 5THIS PAGE INTENTIONALLY LEFT BLANK, 6 June 1978 D6-583242.0 AIRPLANE DESCRIPTION 2a 22 23 2.4 25 2.6 27 General Characteristics General Dimensions Ground Clearances Interior Arrangements Cabin Cross Sections Lower Cargo Compartment Capacities Door Clearances D6-58324 FEBRUARY 1969 78 2.0 AIRPLANE DESCRIPTION 2.1 General Characteristies~Models 727-100, -100C, -200, and Advanced 727-200 (Definition of terms used on following pages) ‘Maximum Ramp Weight. Maximum weight authorized for ground maneuver by the applicable government regulations, including taxi and runup fuel, Also designated in some manuals as maximum design taxi weight. Maximum Landing Weight, Maximum weight authorized, at designated flap setting, in flight or landing, by the applicable government regulations, Maximum Takeoff Weight. Maximum weight authorized at takeoff brake release by the applicable government regulations; excludes taxi and rumup fuel Maximum Flight Weight, Maximum weight for flight as limited by aircraft strength and airworthiness requirements. (Flaps-up condition is implied unless otherwise stated.) Operating Empty Weight, Weight of structure, powerplant, furnishings, systems, unusable fuel and other unusable propulsion agents, and other items of equipment that are considered an integral part of a particular aircraft configuration. Also included are certain standard items, personnel, equipment, and supplies necessary for full operating, excluding fuel and payload, 0 Fuel Weight, Maximum airplane weight less usable fuel, engine injection fluid, and other consumable propulsion agents. It may include usable fuel in specified tanks when arried in lieu of payload. The addition of usable and consumable items to the zero fuel ‘weight must be in accordance with the applicable government regulations so that airplane structure and airworthiness requirements are not exceeded, ‘Maximum Structural Payload, Maximum design payload weight of passengers, passenger baggage, and/or cargo may be computed for a specific model by deducting the operating ‘empty weight from zero fuel weight. Maximum Seating Capacity. Maximum number of passengers specifically certificated or anticipated for certification Maximum Cargo Volume. Maximum space available for cargo. ‘Usable Fuel Capacity. Volume of fuel carried for a particular operation less drainable unusable fuel and trapped fuel remaining after a fuel runout test DECEMBER 1972 D6-58324727-100" CHARACTERISTIC asic | orriowat | _ormionat a WAxIMUM RAMP WEIGHT 151900 | xe [73100] 75.100 7200 MAXIMUM FLIGHT LB 160,000 160,000 169,000 werent Ke | 2800 | 72.600 76700 Ir te | arate) soo | 4.500 worse a] saat | e400 34700 OT Pag a e00 Grenniine Darr te | ~a7600 | 270 786 WEIGHT (SPEC.} KG 39,800 39,800 39,800 MAXIMUM STRUCTURAL LB 30,400 30,400 35,800 PAYLOAD {SPEC.) KG 13,800 13,800 16,300 TrPlcaL xe 1066 FIRST GLASS so TOURIST Io oar SEATING caPaciTy ee oer Ee RcTOURTI GERUIFIOATED FOR STENT UNIT canco VOLUME curt al Uren oEcK con CARGO VOLE corr % Snes Seb 7 SEE PAGE 22 cu 25 USABLE FUEL ONAGTYS | U5 GAL a easic t 23.089 a 51480 Ke 23.980 crrionat : iB XG * REFERENCE DATA; NO LONGER IN PRODUCTION. ** SOME 727-100 AIRPLANES HAVE 7,174 GAL., 27,154 L, 48,070 LB, 21,820 KG FUEL CAPACITY. NOTE: CONSULT USING AIRLINE FOR SPECIFIC DATA. GENERAL CHARACTERISTICS MODEL 727-100 (PASSENGER) 658324 June 19789727-1006" CHARACTERISTIC primary** | ALT.I°* ALT Le. 161,000 161,000 170,000 MAXIMUM RAMP WEIGHT KG 73,100 73,100 7,200 MAXIMUM FLIGHT te 160,000 160,000 169,000 WEIGHT KG 72,600 72,600 76,700 MAXIMUM LANDING Le. 137,500 140,000 142,500 WEIGHT KG 62,400 63,600 64,700 Le. 123,600 123,500 132,000 ZERO FUEL WEIGHT mo KG 56,100 56,100 59,900 OPERATING EMPTY 1B 91,100 91,100 91,100 WEIGHT (SPEC. KG “41,400 41,400 41,400 MAXIMUM STRUCTURAL La 32,400 32,400 40,900 PAYLOAD *** KG 14,700 14,700 18,600 SEATING CAPACITY TYPICAL MIXED 106 (16 FIRST CLASS, 90 TOURIST) SEE PAGE 15 TYPICAL TOURIST 125 (ALL-TOURIST) CERTIFICATED FOR 131 (EXIT LIMIT 131) 725 (20.53) 70 PASSENGERS, 2 PALLETS CARGO VOLUME- curt 1091 (30,80) 56 PASSENGERS, 3 PALLETS UPPER DECK an 1457 (41.26) 52 PASSENGERS, 4 PALLETS SEE PAGES 168 17 2921 (82.7) EIGHT 108-IN, PALLETS 3,278 (92.8) EIGHT 125-N. PALLETS CARGO VOLUME LOWER DECK ennh ee SEE PAGE 22 cuM 2 MAXIMUM TOTAL, CUFT 4,168 CARGO VOLUME a ne USABLE FUEL CAPACITY. US. GAL 7,680 ee L 29,068 ts 51,460 KG 23,360 USABLE FUEL CAPACITY— US. GAL OPTIONAL, 7 te a KG REFERENCE DATA; NO LONGER IN PRODUCTION OPERATIONAL MODES WITH DIFFERENT CG RANGES. MAY BE LESS IF MAXIMUM LANDING WEIGHT LIMITATIONS OCCUR DUE TO FUEL RESERVES NOTE: CONSULT USING AIRLINE FOR SPECIFIC DATA, GENERAL CHARACTERISTICS. MODEL 727-100C (CONVERTIBLE) 10 une 1972 1D6-58324727-200 * ‘STANDARD ADVANCED | BASIC CHARACTERISTIC. SPEC. Ceres ae te | 173,000 | 185,800 | 191,000 | 197,700 210,000 Maxi MP WEIGHT VAXIMUM RAMP WEIGHT TEST —7a,500_| 84.400 | 06,760 | 89,600 95,300 MAXIMUM TAKEOFF te : 184,800 [190,500 [197,000 209,500 _ WEIGHT __[ xe : 3,900 | 86,500 | 89,400 95,100 MAXIMUM FLIGHT Ee eee | = - WEIGHT KG | 78,100 MAXIMUM LANDING ts | 150,000 _| 154,500" *| 154,500°*| 154.500" WEIGHT KG | _68,100 | 70,100 70,100 oro etwas te {136,000 [138.000 [140,000 [140,000 ke [61,700 | 62,700 | 63,600 | 63,600 OPERATING EMPTY te | 97,650 | 97,600 | 97,770 | 98,040 WEIGHT (SPEC) KG 44,330 | 44,310 | 44,300 maximum sTRucturaL | L8 | 38,350 | 40,400 | 42,230 PAYLOAD *** KG W7AI0 18,340 | 19,170 TYPICAL MIXED. 134 (20 FIRST CLASS, 114 TOURIST) SEATING CAPACITY SEE PAGE 18 [TYPICAL TOURIST, 155 ERTIFIED FOR 189 (EXIT LIMIT 189) ‘CARGO VOLUME— err NONE UPPER DECK cuM CARGO VOL UME— (CUFT [1,525(ALL BULK); 1,118(CONTAINERIZED, INCL 260 BULK) LOWER DEC ey SEE PAGE 22 & 24 CUM [43 (ALL BULK); 32 (CONTAINERIZED, INCL. 7 BULK} MAXIMUM TOTAL (CU ii eat es25 CARGO VOLUME cuM 43 us. Gal] 8,090 8,060 8,105, USABLE FUEL CAPACITY Bae L 30,620 30,510 30,680 18 54,200 54,000 54,300 KG 24,600 24,500 | 24,650 us.cad 10,570 10,540 10,585 USABLE FUEL CAPACITY. SOFTIONAL ae 40,000 39,900 40,080 Ls 70,800 70,600 | 70,920 Ke 32,140 82,050 32,200 * REFERENCE DATA; NO LONGER IN PRODUCTION ** 161,000 LB (73,100 KG) OPTION AVAILABLE *** MAY BE LESS IF MAXIMUM LANDING WEIGHT LIMITATIONS OCCUR DUE TO FUEL RESERVES + MAX. RAMP WT. OF 195,500 LB (88,760 KG) ALSO OPTIONAL NOTE: CONSULT USING AIRLINE FOR SPECIFIC DATA. GENERAL CHARACTERISTICS MODEL 727-200 D6-58324 JUNE 1978 MW12 { {1a 22 JUNE 1978 a 12FT AWN, OFT SIN (282m) ‘CARGO DOOR T3FT2IN. | iar +1] i 100C ONLY, (aor) (4.27 ie 5 Hl ‘ SEE PAGE| 1“ 52 FT 31N, (623M) 116 FT 21N 7 1541 Ml fas FT ON, 7 (10.90 a8) he eran. | a pths.7210 foo tos er {32.92 my nee | TT SCALE 11N. = 30€TT 10 | 204 | 30 | bd + GENERAL DIMENSIONS MODELS 727-100, -100C D6-58324iss Ft 2 iN, | 146.680) | 31S FT 21N e 136 {at 00 cht Paserein. | (ios0m) ‘= i A HEE HEE Ett KeEETER S| t L HEE eet { a oe am rh H acc i Pret cere +t Pee Pe PEPE aT it T 1 f Lofises sin. { Tec t (572) Het | t aM Shove | | (32.92 M) —f of in PRL SEALE TIN.» 3067 > P-L EE Eee 20/30 40} 50 | a Ha GENERAL DIMENSIONS MODEL 727-200 1D6-58324 JUNE 1978 1BNOTE: VERTICAL CLEARANCES SHOWN OCCUR DURING MAXIMUM VARIATIONS OF AIRPLANE ATTITUDE. 3 assencen coon——+t Formas rustuxce——P cattey Doon FORWARD CARGO DOOR: UPPER CARGO DOOR. i ‘AFT GALLEY DOOR A8IDCARGO DOOR 1 Tal oe AFT CARGO DOOR (OPTIONAL) MrDEUSELAGE VERTICAL CLEARANCES 700 AND 100 “200 eed TTT TARINO mano namo | FEN | ie cD [eae | ose] zona eS fie 2a6 ai] toa sae || a | | eo | ono eam [iva c [80 | 267 | o0 | 200 | 82 | 248 | 101 | 308 a € [ee | 260 | 06 | 206 DOESNOT APPLY F [3a | ooo | 41 [12a [31 | oos | 9 [140 co [43 [130 | 8s | 166 [310 [17 [58 | 165 4 DOES NOT APPLY 30 | 274 | 1010 | 331 a DOES NOT APPLY eye 60 1.84 v [ere] a0s [a3 [rae fat sear | toss «| sa [a2 [wos [an | 49 115 [249 bier [sos [8 [sar | te wai | 546 23 GROUND CLEARANCES MODELS 727-100, -100C, -200 14 une 1978 D6-58324Type! GALLEY SERVICE DOGR 33 BY a5 IN. (a4 By 165 cw) [— stowace WINDSCREEN vee | ARTENTRY oor 22 8Y 761N, —/ nett ronwano entay Doon tts EMERGENCY EXIT nH LH) sey 72m 20BY IN. (51 BY 97 CM yee mr EMERGENCY EXIT (RH & LH) 2ooy a8 sr ev 97 cin TaN ca PASSENGERS < f S ABREAST AT 23 1N wremerren tea cw pitch 106 PASSENGERS-TYPICAL MIXED CLASS (16 FIST CLASS, 90 TOURIST) 4 IN. (86 CM) TYP. STOWAGE a te / COLE TOOOO [| 125 PASSENGERS-ALL-TOURIST (MAXIMUM CERTIFICATED CAPACITY 129 PASSENGERS} c | ctoser t] Lavatory es | escaresune [s | oouate artenpants' sear G | Gauey 24 INTERIOR ARRANGEMENTS—PASSENGER CONFIGURATION MODELS 727-100, -100C D6-58324 JUNE 197815GALLEY seavice DOOR 33 BY 65 I. stoke ea ah. Lat Ti ry | = t 88 BY 106-1N. PALLETS ! | ie WLU os ! LILILILI ee 4 — pe DOOR 34 BY 72 IN. 86 BY 134 1, ‘SMOKE-TIGHT PARTITION 00R (6 8y 183M) (218 By 40cm 32 BY 761 70 PASSENGERS (81 By t93.cM CONTROL PANEL 56 PASSENGERS a we-ey 06m, : 4 sa passenens INTERIOR ARRANGEMENTS—PASSENGER/CARGO CONFIGURATION MODEL 727-1000 16 sune 1978 D6-58324caro ‘D0OR 86 BY 194 N. (218 By sa0cMy ‘CONDITIONS © HaTRACKS UP ‘CARGO ENVELOPE VOLUMES IN CUBIC FEET (CUBIC METERS) © INCH CLEARANCE © 95 COMMERCIAL PALLETS pautersize | seev1081n. | 3 6y 1251 (az 27cm | (2238 318 cM © HIGH-PROFILE ROLLERS (© PALLET VOLUME NOT INCLUDED eee IN CARGO VOLUME PALLET 359 (10.17) 401 (11.36) “APPROX 366 (10.8) EACH PALLETS 28 ary (11.6) €AcH 2562 (7256) 2877 (1.47) Lowen Deck, 890 (25.2) 890 (25.21 tora vowume | 311 (1079) 4,168 (118) INTERIOR ARRANGEMENT—ALL-CARGO CONFIGURATION MODEL 727-100 D6-58324 JUNE 1978 17ART ENTRY DooR ey 32 BY 761N, (@1 By 193m) GALLEY SERVICE DOOR 33 BY 65 IN, (4 By 165.cm) STOWAGE CLASS DIVIDER (RH & LH) = tae] UU GULL g S_Ic) MY ann ry Sesfe 4] ry] 7), es AUUOUQEL LULL a SIN ad fre in eerie WIND SCREEN cLoseT 185 PASSENGERS-TYPICAL ALLTOURIST (MAXIMUM CERTIFICATED CAPACITY—199 PASSENGERS) ESCAPE SLIDE GALLEY LavATORY BBEno DOUBLE ATTENDANTS’ SEAT INTERIOR ARRANGEMENTS—PASSENGER CONFIGURATION MODEL 727-200 18 June 1976 1D6-58324| ce 86.3 N. 7 (2ra.cnn 165 1N-1786 IN. 16.51N J42.cM) (45 cM) (42 cul) 54a IN, (138 cM {44.1N, FORWARD COMPARTMENT. in2cM) ‘54 IN. AFT COMPARTMENT (137 em J+ 14a 1n. (376 cy + | 17.91n) EXTERIOR 445.cM) TOURIST FIRST CLASS FORE 188 IN. (401 CM ‘ABT 168 IN. (427 Ch eb BY 125:N. (224 By 318 CM). PASSENGERS AND CARGO ALLCARGO 100¢ 100¢ SEE PAGE 17 FOR MAIN-DECK CARGO CAPACITIES, 2.5 CABIN CROSS SECTIONS MODELS 727-100, -100C, -200 D6-58324 DECEMBER 1972 19NOTE: CURRENTLY THIS INTERIOR IS BASIC ON THE 727-200 AND ADVANCED 727-200; IT MAY BE RETROFITTED ON THE 727-100 AND 727-1006, 1681N. 1761. 1651N. (42 Chi) (a6.cM) a2 ch 54.4 1N (42 cm) [aB-cm) (42 Cha) SAIN, aL] INTERIOR TRIM-TO-TRIM 140 IN. (256 CM 47.4 1N 20 cx I _. IN. (976 cM) EXTERIOR TOURIST 444,1N, FORWARD COMPARTMENT (nam, 54 IN AFT COMPARTMENT tis7 eM + FORE 169 IN. (401 CM FIRSTCLASS AFT 1681N. (427 cM) t cain em ‘88 BY 125-IN, PALLET: (224 BY 318 cra) 88. BY 108:1N. PALLET 5 (224 By 274 cM) PASSENGERS AND CARGO ALL-CARGO 100C 100€ CABIN CROSS SECTIONS-SUPERJET-LOOK INTERIOR MODELS 727-100, -100C, -200 20° june 1978 D6-58324cross secTion comparison appeo vo.ume Ed t eign, (os cm t feet $$ ss wv. 276 cx) —__________, INTEREST IN A HIGHER CAPACITY STOWAGE COMPARTMENT HAS RESULTED IN THE DEVELOPMENT OF A NEW OVERHEAD COMPARTMENT CAPABLE OF ACCEPTING LARGER CARRY-ON LUGGAGE AS WELL AS UNFOLDED GARMENT BAGS, THIS NEW CARRY.ALL COMPARTMENT IS OPTIONAL TO THE CURRENT WIDE-BODY STOWAGE BIN AND MAY BE RETROFITTED ON ADVANCED 727-200 AIRPLANES. ‘THE COMPARTMENT IS 60 INCHES (152 CM) LONG WITH A USABLE LENGTH OF 67.9 INCHES (147 CM AND, A WEIGHT CAPACITY OF 2 POUNDS PER INCH (0.54 KG PER CM AS COMPARED WITH 2 POUNDS PER INCH (0.36 KG PER CM FOR THE WIDE BODY STOWAGE BIN, CABIN CROSS SECTIONS—CARRY-ALL OVERHEAD STOWAGE COMPARTMENT MODEL ADVANCED 727-200 PASSENGER CONFIGURATION 1D6-58324 JUNE 1978, 21FORWARD COMPARTMENT APT COMPARTMENT: OPTIONAL DOOR FORWARD DOOR ‘AFT D00R ‘CARGO COMPARTMENT DIMENSIONS AND CAPACITIES NOTE: SEE PAGE 23FOR ADVANCED 727-200 BULK CAPACITIES ASSOCIATED WITH ADDITIONAL FUEL OPTIONS, MODEL, 200 WiTH FORWARD 100 1006 200 OPTIONAL COMPARTMENT CARGO DOOR WN. 198 198 320 ‘320 Seal cM 505 505 313 B13 CUFT 4% 420 710 710 SU erocun cum 12.0 ng 20.1 204 rr) 5,850 5.850 9,000 9,000 WEIGHT LIMIT KG 2,656 2,056 4,086 4,086 ART COMPARTMENT WW aia 24 a6 316 eran cM 54a 544 gos | ___ a3 CUFT 475 470 816 745 pee oe cum 138 133 234 214 te 6,980 8,980 0,000 70,000 eee KG 3,169 3,169 4,540 4.540 DOOR OPENING SIZES MODEL, FORWARD DOOR, 100 & -1006 200 1 48 58 dad cM 122 137, 1. 35 a HEIGHT is aa a ‘AFT DOOR W. 4 WIDTH cM, 122 137 iN. 35 4a felen cM, 80 412 ‘OPTIONAL DOOR, WW. 8 ADT wioTH ie NONE oe iN. = 32 HEIGHT cu = a1 NOTES: @ ALL DOORS ON RIGHT SIDE OF AIRPLANE ‘© OPTIONAL DOOR NOT ON -100 OF -100C AND OPTIONAL ON -200 2.6 LOWER CARGO COMPARTMENT CAPACITIES (BULK) MODELS 727-100, -100C, -200 22 sune 1978 D6-58324TANKS (1) AND (3) B10 US. GAL, (3056 LEACH |—ronano—| ‘COMPARTMENT ‘COMPARTMENT TANK (2), 860 U.S. GAL (3265 L) STO AIRPLANE WITH OPTIONAL wiTH TWO DOORS ‘THIRD DOOR us. us. us. us. us. US. us OPTIONAL cau} t [oar] t [car] & [oac| & Joat| ¢ |cac| & | can) & 260 1670 | gaz 260 | 3265] 1579 2 appitionac ruc. | 0 | 0 | 6°} sass] 1679) 6x21] © | 0 | 860} sass] 879] 6x21 | 2480] 9387 BULK 3] m3] er?) m3] eva] mal ex] wo] ev] 2] exo] no 3 BULK capacrries | FT) mS] ere] mo] ere] mol eve] mo] rx] we] ero] ae] er] roawanocower. | 710 | 201] v0 | 201| 520 | 147] r10 | 201 | r10 | 20. | 620 | 147 | 520 | 147 AFT cONPr. as | 23] o10| | ovo | v9 aa | sao] 15a | se0| 153 | 200] 22 torat | rs25| 422] 1520} 37. 1130 | 32.0 | 1485 | 41.2 | 1250] 35.4 | 1060 | 30.0 | 810 | 220 “FWD AND AFT TANKS (1), (21, (3) LOWER CARGO COMPARTMENT CAPACITIES (BULK—WITH ADDITIONAL FUEL OPTIONS) MODEL ADVANCED 727-200 D6-58324 JUNE 197823Cerr E Go es I FORWARD —m COMPARTMENT he ArT nt (COMPARTMENT ‘CARGO CAPACITIES [FORWARD COMPARTMENT| ‘AFT COMPARTMENT CONTAINERIZED CARGO | CONTAINERIZED CARGO] BULK CARGO. TOTAL VOLUME | CUFT Bae 312 260 1118 cUM 155 88 74 317 weicht | 18 9,000 10,000 19,000 rea ke 4,086 4540 8,626 FORWARD COMPARTMENT a I 1 4341N. (110. CM) AK BULK CARGO SPACE 92.4 IN, (235M) AFT COMPARTMENT CONTAINER WEIGHT - 1808 (81.7 KG) LOADED WEIGHT 1600 LB (728.4 KG) os (116. CM) eG ee LOWER CARGO COMPARTMENT CAPACITIES (CONTAINER SYSTEM OPTION) MODEL 727-200 voLuMe + ecu FT I22cUM) 24 une 1978 D6-58324NOSE TO DOOR CENTERLINE HINGE TO SWINGLINE GROUND TO SILL (MAX) GROUND TO SILL (MIN) wioTH HEIGHT OPEN DOOR CLEARANCE, onmooe> DOOR ACTUATING MECHANISM: Ls -100¢ OnLy} 5 (100 ONLY) DOOR CLEARANCES DOOR DIMENSION. No. a x o c D E F z FTN _| 166 Ba 3a Bz 3a 7 m1 1 _| FORWARD ENTRY |" 5.03 1.07_| 294_| 2.48 eas [1.65 __| 2.05 e Frm | att | ats | 9.10 39 “3 65 37 2 | Gatuey seRvice |" 13.4 1.05 | 2992.67 ‘oad —| 7.85, Tas. PrN | 364 7 5 43 48 35 2a | Emma CARGO [=m 1.07, 182 | 730 72 ay FN] 796 = 55 43 ae. =35 3 super cnnee. wm 2425) 3.68 | 130 122_| oss = | UPPER CARGO 350. Ea 36 36 134 5 (1006 ONLY) Mt joer | 2.85 [2.96 [288 349 [218 SWINGS IN TYPICAL DOOR CROSS SECTIONS HINGE MAIN AND. GALLEY doors 7 DOOR CLEARANCES MODELS 727-100, -100C Lower CARGO DooRS D6-58324 ( WM JUNE 1978 25 uprer cARcO BooR, 100¢ ONLYA Nose To 000R ceNTERLINE © MOTH 8 MiNGe-To SmNGLINE F Melon suas © GROUND TOSILL WAX) OPEN DOOR CLEARANCE = 5 GROUND TO SILL mnt {= A ____—— — FIP] silgoccorvcoscag0se0000000G]ooQonenv0009c00000f9 v 7k, | ss : Le DOOR DOOR DIMENSION ‘NO. dooR CLEARANCES| 4 B c D re i. GS eran, [166] 423] 07 | eo | oe | 72 | 81 1 le ee M 5,03 | 1.07 | 3.07 | 245 | 0.86] 1.83 | 2.05 : Frin, [223 [ars | 101 | 2 | 33 | -o5 [37 FORWARD GALLEY SERVICE [—“wy__[ 67a | 1.08 [ as | 248 | one | 105 | 145 “IN, e[ se | 2 |e | ol euee Fran, [384 | 56 sa_| 42 mM | 1168| 1.67 [108 | 28 [137 | 107 7 a FTN [993 [65.6| 55 | o10| -o4 | a4 mM para | 16708 | v7 | var] aa Frin, | 972 | 416 | 1010} 00 | 30 | 60 | a7 s | arrcatvey service > [Le }en| a : oe eee Fran, | 1022 an [48 | 32 mara | = [vee [vo 122 | ont “SWINGS IN TYPICAL GROSS SECTION OF LOWER GxnGO DOORS SEE PREVIOUS pase FOR OTHER TYPICAL nose SecTiONs. © SEE PAGE 27 FOR VENTRAL ENTRY DOOR DATA, DOOR CLEARANCES MODEL 727-200 26 sune 1978 D6-58324poor size 328Y 761N. (1 By 193m) 09 10-61 FT 51. 2795 1 vince Pow 200 aT EFS TEST HT 008 | 7 - } d 4m, t Mano Ral Rais ‘ACCESS 716 My CLEARANCE 10 FT SIN. 1] 281N. (710m) (3.1m) ¢ sauspen | ¢ shussen GROUND LINE z “APPROXIMATE NORMAL POSITION SHOWN [3 FToIN,| VARIES UP 3.5 IN. (9 CM) AND (oot my DOWN 15IN. (38 GM) ON THE -100 AND -100c AND UP 4.5 N., (11 Chl) AND DOWN 18 IN. (46.CM) (ON THE 200. REAR VIEW SIDE VIEW DOOR CLEARANCES-VENTRAL STAIRWAY MODELS 727-100, -100C, -200 D6-58324 FEBRUARY 1969 27LENGTH (om 0 250-500-750 100012501500 1750-2000 notes: eee eee eae See ee re ose CA PecrawGoLan pacxaoes ‘eres cafico Dob tenceniene wae = ee on T SHAPE. « Sepeoxiwareuy 2incn eco cmn - ns” enter ate fe Lt 2» g E Nernadr nousancicel ano Fo i atte renes trae 7 Bea . 5 = = 5 Pale no on a ed acon coo cence tn Ler eee ee ieee trea ee ? i ; : : - 4, FORWARD LOWER COMPARTMENT OOORS ke 700.1006. L120 ge COADING AFT) 0 om - 100 2 a L ws Ez f+ 60 & i 5 3 2 7 2 Ee oe | ° : 1 ° = 1 “FORWARD LOWE COMPARTMENT DOOA sg - (LoRBING AFT) ae . 100 2 Loo z 00 . [eo » 2 as wo - A ° = = 735 05 c= cence DOOR CLEARANCES-CARGO SIZES (MAXIMUM WITHOUT TILTING) MODELS 727-100, -100C, -200 28 FEBRUARY 1969 1D6-583243.0 AIRPLANE PERFORMANCE, Page 3.1 Payload/Range for Long-Range Cruise. . . . 30 3.2. C.A.R. Takeoff Runway Length Requirements . 37 Standard day temperatures for the pressure altitudes shown on the C.A.R. Takeoff Runway charts are given below: PRESSURE ALTITUDE | STANDARD DAY TEMP. FEET METERS | °F °c 0 0 59.0 16.0 2,000 610 519 11.0 4,000 1219 447 mA 6,000 1.829 37.6 34 8,000 2,438 305 083 3.3 C.A.R. Landing Runway Length Requirement . 51 D6-58324 JUNE 1978 29Notes: TYPICAL AIRLINE QEW 89,000 La (40,410 KG) | LRC AT 30,000 AND 35,000 FT [9,140 AND 10,670 m) ATA DOMESTIC RESERVES 4780.7 OR -9 ENGINES. STANDARD DAY. CONSULT USING AIRLINE FOR SPECIFIC OPERATING. PROCEDURE PRIOR TO FACILITY DESIGN 50 20 3 z 118,000 L8 153,600 KG} ZFW 5 106 PASSENGERS AND BAGGAGE 3 20 g 10 ee Eel ° 5 STILL AIR RANGE (100 NAUTICAL MILES) 3.1 PAYLOAD/RANGE FOR LONG-RANGE CRUISE~(JT8D-7 OR -9 ENGINES) MODEL 727-100 30 June 1978 D6-58324 KILOGRAMS,nores. '¢ PASSENGER CONFIGURATION TYPICAL AIRLINE OEW 92,500 Le (42,000 KG} LAC AT 30,000 AND 35,000 FT (9,140 AND 10,670 m) ATA DOMESTIC RESERVES. 5780-7 OR -9 ENGINES STANDARD DAY. CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN fe 20 4 M 142,500 LB (64,700 KG) LOG Wr “ay 2 18 2 20] 3 w8 a” 3 i = 10 ‘3 2% ae" oLLLLit tit EEL i 5 = 7 5 20 25 2 STILL AIR RANGE (100 NAUTICAL MILES) PAYLOAD/RANGE FOR LONG-RANGE CRUISE-(JT8D-7 OR -9 ENGINES) MODEL 727-100 PASSENGER CONFIGURATION D6-58324 JUNE 1972. 3150} a0 20 PAYLOAD (x 1,000) POUNDS Notes ‘¢ CARGO CONFIGURATION TYPICAL AIRLINE OEW 28,500 LO (40,180 KG) LRC AT 30,000 AND 35,000 FT (9,140 AND 10,670 Mi ATA DOMESTIC RESERVES ST8D-7 OR -0 ENGINES. STANDARD DAY CONSULT USING AIRLINE FOR SPECIFIC OPERATING. PROCEDURE PRIOR TO FACILITY DESIGN Ey 142,500 La (64,700 KG) LOG WT 16 10 30 STILL AIR RANGE (100 NAUTICAL MILES) PAYLOAD/RANGE FOR LONG-RANGE CRUISE—(JT8D-7 OR -9 ENGINES) MODEL 727-100C CARGO CONFIGURATION 32 June 1978 D6-58324 KILOGRAMSNOTES ‘© TYPICAL AIRLINE OEW 100,350 L6 (45,560 KG) LAC AT 30,000 AND 35,000 F7 (9,140 AND 10,670 m1) ATA DOMESTIC RESERVES ‘5780-7 OR -9 ENGINES. STANDARD DAY © CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN so » 3 : q g s : ws 3 . ieee STILL AIR RANGE (100 NAUTICAL MILES) PAYLOAD/RANGE FOR LONG-RANGE CRUISE—(JT8D-7 ENGINES, STANDARD MODEL). MODEL 727-200 —(JT8D-9 ENGINES, STANDARD. OR ADVANCED MODELS). D6-58324 JUNE 1978 3334 NoTes: TYPICAL AIRLINE OEW 102,215 LE (46,410 KG) LRC AT 31,000 ana 35,000 FT (9,450 AND 10,670 Rt ATA DOMESTIC RESERVES 3780.15 ENGINES STANDARD DAY CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN 40 [141 000 Le (64,000 KG! ZFW. 2 ee ee ee 158,509 L8 170,100 RG) LOG WT Pounos SAND BAGGAGE 20 PAYLOAD (x 1,000) 10 10 15 20 25 STILL AIR RANGE (100 NAUTICAL MILES) PAYLOAD/RANGE FOR LONG-RANGE CRUISE-(JT8D-15 ENGINES) MODEL ADVANCED 727-200 JUNE 1978 D6-58324 KILOGRAMSNotes: TYPICAL AIRLINE OEW 103,480 LB (46,980 KG) LRC AT 31/000 AND 35,000 FT (9,450 AND 10,670 Mi ATA DOMESTIC RESERVES. 5180.17 ENGINES STANDARD DAY CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN 0] i 20 40] 141,000 18 (64,000 KG) ZFW —— 3-1 SE 158 509 18 170,100 KG) LOG WT, 16 2 29] 2 134 PASSENGERS AND BAGGAGE. 2 3 7 oe g . ws = a g g 10 . oLttit 5 ° STILL AIR RANGE (100 NAUTICAL MILES) PAYLOAD/RANGE FOR LONG-RANGE CRUISE—(JT8D-17 ENGINES) MODEL ADVANCED 727-200 D6-58324 JUNE 1978.35Notes: ‘¢ TYPICAL AIRLINE OEW 105,470 LB (47,880 KG} LAC AT 31,000 AND 26,000 FT (9,450 AND 10,670 Mt ATA DOMESTIC RESERVES. ‘ST80-17R ENGINES, ‘STANDARD DAY CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN so 40 {1,000.8 8 a0 Ke) ZEW vanioo ua 4.00 3 20 8° matin 2 8 20 Bi ‘| Ree ceeecesncse ° 3 STILL AIR RANGE [100 NAUTICAL MILES) PAYLOAD/RANGE FOR LONG-RANGE CRUISE—(JT8D-17R ENGINES) MODEL ADVANCED 727-200 36 UNE 1978 D6-58324 KILOGRAMS9 " T T NoTEs: 4370.7 ENGINES ZERO RUNWAY GRADIENT ZERO WIND [AIR CONDITIONING ON CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN, a % ‘aay STANDARD DAY 10 5 a Fo[E FE ele 8 7 o | > fe : fe oy e : ‘ 1 1 1 i L 1 a | 1 1 : ‘ Fy : 70 we 70 a ‘TAKEOFF WEIGHT (x 1,000) 3.2. C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS-~(JT8D-7 ENGINES)—STANDARD DAY MODELS 727-100, -100C D6-58324 JUNE 1978 37i T T nores: L Sao encines Z2RO RUNWAY GRADIENT f Zeno wino ff Aimconoiriowine on : 2 CONSULT UsiNG ainLINE é Fon sreciric openATING oe Kb PROCEDURE PRIOR TO 3 FACILITY DESIGN - STANDARD DAY #28°F (13,9°C) 7 10 Book i 8 | 22 a eo ie : 8 As 2 ° 7 ae iL ¢ 6 2 4, s Es + SEA LEVEL FLAT RATED TEMPERATURE | OF THe #1807 ENGINE 19 STD + 25°F (72.9%) 1 plan ! ! L i iL soe 710 72 730 1 155 70 770 ts “ 36 cs 30 35 76 7 KG ‘TAKEOFF WEIGHT Ix 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS-(JT8D-7 ENGINES)— STANDARD DAY + 25°F (13,9°C) MODELS 727-100, -100C JUNE 1978 D6-583241 Nores: @ JTBD-S ENGINES J, ZERO RUNWAY GRADIENT ZERO WIND AIR CONDITIONING ON CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN 2p ” STANDARD DAY 10 reer CAR. TAKEOFF RUNWAY LENGTH (x 1,000) METERS T L aaa L L +L 100 110 120 130 140 150 160 170L8 45 50 55 60 65 70 75 KG ‘TAKEOFF WEIGHT {x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-9 ENGINES)-STANDARD DAY MODELS 727-100, -100C D6-58324 JUNE 1978 39): oe /| >} — Tas enanes f 6°. © ZeROWIND [AIR CONDITIONING ON © CONSULT USING AIRLINE FOR SPECIFIC OPERATING " PROCEDURE PRIOR TO FACILITY DESIGN wf — = [Stawoano pays 25°F as") Fy z s & E J é 9] “ & = g ¢ 5 é Sele br ca sete si["e S$ g 7 2k 6 + SEA LEVEL FLAT RATED TEMPERATURE | OF THE JT80-9 ENGINE 15 STD + 25°F (13.9°0) 1L 10 110 120 130 140 150 160 170 8 5 50 55 60 5 70 75 KG TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-9 ENGINES)— STANDARD DAY + 25°F (13.9°C) MODELS 727-100, -100C 40 sune 1978 D6-583243 “JT20.7 ENGINES ZERO RUNWAY GRADIENT ZERO WIND [AIR CONDITIONING ON AUTO BLEED SHUTOFF OPERATIVE CONSULT USING AIRLINE FOR SPECIFIC OPERATING Notes: 2 € . eae . CAR. TAKEOFF RUNWAY LENGTH (x 1,000), METERS ae & 6 sy & 5 peel L ! ! L 40 730 730 73 718 70 Ls e 70 75 KG ‘TAKEOFF WEIGHT [x 1,000) PROCEDURE PRIOR TO FACILITY DESIGN, [STANDARD DAY] C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS-(JT8D-7 ENGINES)—STANDARD DAY MODELS 727-200 STANDARD D6-58324 wune 1978 41nores: {STED-7 ENGINES ZERO RUNWAY GRADIENT ZERO WIND AIR CONDITIONING ON ‘AUTO BLEED SHUTOFF OPERATIVE (CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN [STANDARD OAY +25°F (73.9°C) ge gu - en és t e 8 Z ileal L ! ! ! 48 i 88 170780 1s vo v6 79 75 eo KG TAKEOFF WEIGHT (x 1,000) + SEA LEVEL FLAT RATED. TEMPERATURE OF THE JTE0-7 ENGINE 1S STD 425°F (13.9°C] C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-7 ENGINES)— STANDARD DAY + 25°F (13.9°C) MODELS 727-200 STANDARD 42 aune 1978 658324CAR. TAKEOFF RUNWAY LENGTH (x 1,000) METERS i: Notes: | | 3780-9 ENGINES ZERO RUNWAY GRADIENT ZnO WIND ‘IR CONDITIONING ON & furo Leto es SnuTOF OPERATIVE 3 CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN STANDARD DAY 10 FEET 730 740 750) 760 1 L 1 60 65 70 ‘TAKEOFF WEIGHT (x 1,000) 1 75 170 780 790 200 U8 90 KG C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-9 ENGINES)~STANDARD DAY MODELS 727-200 STANDARD OR ADVANCED D6-58324 June 1978 43,Nores: ¢ JTRD9 ENGINES ZERO RUNWAY GRADIENT ZERO WIND [AIR CONDITIONING ON ‘AUTO BLEED SHUTOFF OPERATIVE # CONSULT USING AIRLINE For seeciricoreratine / & 12[— PROCEDURE PRIOR TO oy FACILITY DESIGN, oe ® =f o i a oF ‘ gp feo Bbye ae cee 7 a “ ze] f eas iy. ¢ Ms | + [STANDARD DAY vas" asa 6 + SEA LEVEL FLAT RATED TEMPERATURE , OF THE JTED.9 ENGINE IS STD +25°F (13.9°C) 5 gee L L L L 1 L L 120 130 740 760 760, 170 780 180 7200 Le L L 1 L L L L ss 6 6 70 75 30 es 0 KG. TAKEOFF WEIGHT [x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-9 ENGINES)— STANDARD DAY + 25°F (13.9°C) MODELS 727-200 STANDARD OR ADVANCED 44 sune 1978 D6-58324CAR. TAKEOFF RUNWAY LENGTH (x 1,000) METERS [1 : 2p-— {JT@D-1S ENGINES ZERO RUNWAY GRADIENT ZERO WIND [AIR CONDITIONING ON ‘AUTO BLEED SHUTOFF OPERATIVE CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY oEsIGN notes: STANDARD DAY + Fe Cans FEET. 760 170 720 700 200 210 Le 75 30 ry 90 95 KG. ‘TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS-—(JT8D-15 ENGINES)-STANDARD DAY MODEL ADVANCED 727-200 D6-58324 JUNE 1978 45C.A.R. TAKEOFF RUNWAY LENGTH bx 1,000), 46 “ Gans NoTEs: © sT#0-15 ENGINES -ERO RUNWAY GRADIENT 5° HUTOFF OPERATIVE {ERO WIND IR CONDITIONING ON \UTO LEED ‘© CONSULT USING AIRLINE 12f}-— ‘OR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN ast —- [Stanpano bay v25% care | Jeg 3 o 9 ele f & wy 38 1 & ae ‘ + SEA LEVEL FLAT RATED TEMPERATURE (OF THE JTEO-15 ENGINE 15 STO #25°F (13.9°C) 5 ‘ ey L L L L 1 1 130 740 180 760 770 180 790 7200 210 us L L 1 L L L 1 J Cy cs 10 75 30 co 2 35 Ko ‘TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-15 ENGINES)— STANDARD DAY + 25°F (13.9°C) MODEL ADVANCED 727-200 JUNE 1978 658324CAR. TAKEOFF RUNWAY LENGTH (x 1,000) 1 Nores: ¢s790.17 ENGINES ZERO RUNWAY GRADIENT ZERO WIND ‘AIR CONDITIONING ON ‘AUTO BLEED ‘SHUTOFF OPERATIVE © CONSULT USING AIALINE 12]-— "For SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN s3}— Fob i i [SraNDaRD bay] " 0 sk ee 9| a) 8 7 Parca ol 2 | t s A 1 ! it ! 1 | L tbo 140 76 760 mo 780 726 300 Hoe (3 Z 1 1 1 1 1 j «7 35 70 7 20 35 %0 % Ko TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-17 ENGINES)-STANDARD DAY MODEL ADVANCED 727-200 D6-58324 JUNE 1978 47“4 y notes: A 7 1780-17 ENGINES wo} 2 Zeno munway crapienr + zenowino Aim conor rioNING ON L$ Auroaueco. SHUTOFF OPERATIVE © CONSULT USING AIRLINE (OR SPECIFIC OPERATING -ROCEDURE PRIOR TO ACILITY DESIGN 11} —+ [sranoano nay -25°F (13.9%) = fe ele G 3 |g és a lt r 5. s ee. 22 Pelee é x g of alee % 2L 6 + SEA LEVEL FLAT RATED TEMPERATURE, OF THE JTED-17 ENGINE 1S STD 428° (135°C) ed ! L L n 1 L 1 ‘20 740 755 780 770 8 720 200 Tio ue L 1 ! L L L ! 1 0 8 30 75 30 3 30 BKG TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-17 ENGINES)— STANDARD DAY + 25°F (13.9°C) MODEL ADVANCED 727-200 48° sune 1978 D6-58324“ nores: * FT80.17R ENGINES 2 Zeno MUNWAY GRADIENT 2 Zenowino ¢ in CONDITIONING ON + Avro avec SHUTOFF OPERATIVE tafe * CONSULTUSING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO L FACILITY DESIGN " STANDARD DAY 8 & | is z3 a 8 Kg gf )z 9 22 |" z[e 7 ab ° 5 : 1 \ 1 1a 70 iso 770 788 726 300 ove © 79 75 20 Es 20 35 KS TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-17R ENGINES)-STANDARD DAY MODEL ADVANCED 727-200 D6-58324 June 1978 494 1 1 Notes: fs yrap.17F ENGives ‘© ZERO RUNWAY GRADIENT ak = ZEROWIND, ‘¢ AIR CONDITIONING ON * AUTO BLEED SHUTOFF OPERATIVE + CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN 1 L |x| stanoano pay +16°F (10% " FEET CAR. TAKEOFF RUNWAY LENGTH {x 1,000) METERS oe & et | + SEA LEVEL FLAT RATED TEMPERATURE | OF THE JTEO-178 ENGINE IS STD +18°F (10°C) 140 150 160 170 180 120 200 210 Ls 70 75 30 cy 30 35 KG “TAKEOFF WEIGHT (x 1,000) C.A.R. TAKEOFF RUNWAY LENGTH REQUIREMENTS—(JT8D-17R ENGINES)— STANDARD DAY + 18°F (10°C) MODEL ADVANCED 727-200 50. june 1978 D6-58324NOTES: '¢ NOSE BRAKES ON o MICH ANTESKID # MANUAL SPOILERS © ZeROWIND * ZERO SLOPE CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN DAY RUNWAY ——= wer Runway MAX LANDING WEIGHT 137,500 LB (62,400 KG! | .A.R, LANDING FIELO LENGTH {x 1,000) Feer CAR. LANDING FIELD LENGTH tx 1,000), L 420 is 40° FLAPS; L 1 1 MAX LANDING WEIGHT 142,500 La (64,700 KG) —o| 420 dis 20°F LAPS 100 Tie 720 130 740 750 U8 35 60 LANDING WEIGHT (x 1,000) 65 Ko 3.3 C.A.R, LANDING RUNWAY REQUIREMENTS~30° AND 40° FLAPS MODEL 727-100, -100C D6-58324 METERS METERS JUNE 1978 3192 JUNE 1978 Notes: © MC ILANTLSKID = MANUAL SPOILERS: See a antl NOSE BRAKES ON ZERO SLOPE ‘© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN DAY RUNWAY a= wer runway MAX LANDING WEIGHT 142,500 Le ——>| 34,100 KG) g 5 3 L L L L 110 120 130 140 180 160.L8 MAX LANOING WEIGHT 154,500 La (70,100 KG) ———_—>| reer G.A.A. LANDING FIELD LENGTH (x 1,000) 30° FLAPS 110 120 130 +40 150, 16016 50 35 0 6 LANDING WEIGHT (3,000) KG C.A.R. LANDING RUNWAY REQUIREMENTS—30° AND 40° FLAPS MODEL 727-200 STANDARD D6-58324 20 2 10 METERSNotes: NOSE BRAKES ON # Mic IEANTISKID 2 ZEROWIND © MANUAL SPOILERS = ZERO SLOPE CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE PRIOR TO FACILITY DESIGN ORY RUNWAY ——— wer Aunway MAX LANDING WEIGHT WITH LOAD LIMITER 158,000 L8: 17,200KG) MAX LANDING WEIGHT 142,500 (8 —————ot earoons) s20 ee | 5 - S ca oe : wee ak wee ae sis § ze 2 8 a3 oS as 40" FLars] | —J1.0 sCoeL ! L \ ! 110 2 0 10 750 70 Le 1Wax LANDING WEIGHT 161,000 L8 (73,100 Ke] —+} 5 420 ge 2 2 2 hs 3 | < [30° FLAPS| no 729 73 740 780 76018 so 3 70 oF 7 KS LANDING WEIGHT (x 1,000) C.A.R. LANDING RUNWAY REQUIREMENTS—30° AND 40° FLAPS MODEL ADVANCED 727-200 D6-58324 JUNE 1978. 53‘THIS PAGE INTENTIONALLY LEFT BLANK 54 JUNE 1978 D6-583244.0 GROUND MANEUVERING 41 42 43 44 45 46 General Information Turning Radii, No Slip Angle Minimum Turning Radi Visibility From Cockpit Runway and Taxiway Turn Paths Runway Holding Bay (Apron) D6-58324 JUNE 197856 4.0 41 JUNE 1978 GROUND MANEUVERING GENERAL INFORMATION This section provides airplane turning capability and maneuvering characteristics. For ease of presentation, these data have been determined from the theoretical limits imposed by the geometry of the aircraft, and where noted, provides for a normal allowance for tire slippage. As such, it reflects the turning capability of the aircraft in favorable operating circumstances. These data should only be used as guidelines for the method of determination of such parameters and for the maneuvering characteristics of this aircraft type, In the ground operating mode, varying airline practices may demand that more conservative turning procedures be adopted to avoid excessive tire wear and reduce Pos of performance, over a wide range of operating circumstances throughout the world. le maintenance problems. Airline operating techniques will vary, in the level Variations from standard aircraft operating patterns may be necessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limited area or high risk of jet blast damage. For these reasons, ground maneuvering requirements should be coordinated with the using airlines prior to layout planning. D6-5832440° 50° MAIN GEAR AXLE PROJECTION ‘TURNING CENTERS: (TYPICAL FOR STEERING ANGLES SHOWN) NOSE GEAR AXLE PROJECTION 70° \ ae Sa Rs Lite Notes: @ ACTUAL OPERATING TURNING RADII MAY GE GREATER THAN THAT SHOWN. (© CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE DIMENSIONS ROUNDED TO NEAREST FOOT AND 0.1 METER Scoeee EL 2 @ ma a % moe | mee [ame [a8 | wnore [nose [rau Aleta lep>A pe pepe pape py 30 ws fsa |e Pana | 06 | aes |e Poss] ne [as [127 [387 3 or | 204 [a6 [22 os | ons | 192 [aor | 102 [ane | 14 [307 ra [165 [7 | es] es | ass | 90 [se os [aoa [mare 6 af 134 [es | 12 | 7 | 229 | 10a [saz [or [258 [86 | 203 0 ae [107 | sa | 168 | 70 | 213 | tor [908 |e [aso | ae | ar % wm [es [1s [os [ros | 04 | 57 [78 | os [os [ase 0 aaa | ao 122 | or | 130 | er [aos | 76 | aaa | oo | ae a te [a6 | 30 [toa [80 | 130 [ ex [oso | 79 | za | 7 | 7 wo [so | s8| [wa] 7 [as | [as | [me 5 [us| [73] ss [tes | 72 [ae | [ara [7 [are rama [2 [ost ar ea] oe | 155 | 9 [aro | oo Pot ats 4.2 TURNING RADII-NO SLIP ANGLE MODELS 727-100, -100C D6-58324 FEBRUARY 1969 5758 NOSE GEAR AXLE PROJECTION 70° STEERING ANGLE MAIN GEAR AXLE PROJECTION 78° Max Notes: (¢ FOR 62970 769 TURN ANGLE, RGEXCEEDS R4 ‘@ ACTUAL OPERATING TURNING RADII MAY BE GREATER, THAN THAT SHOWN @ CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE DATA DIMENSIONS ROUNDED TO NEAREST FOOT AND 0.1 METER ra mH 7 7 a ae aNete NS wer ouTer NOSE: WING TIP NOSE TAIL al ej] etal eA pe pape pa ["_30 100 30.5 | 119 36.3 126 | 38.4 165 60.3, 135 | 41.1 147 | 44.8 3 er] 207 | v0 [305] 110 | a6] 148] 445 | 120 | se6 | var | aoe 40, 66 20.1 85 25.9 99 | 302] 131 39.9 109 | 33.2 | 119 | 36.3, se [168 | 7a | za] e0 | ova] me | 36a] sor] soe] 10 | mas so | 4 [134] es | voz] as | 253 | woo | 392] 05 | 200] 103 [ota 5 35_| 107| s@ | 15] 77 | 235] 100 | 305] 00 | 274] 97 [206 80 2 | a2 | #6 | 140 | 73 | 223| 93 | 283 | 85 | 262 | er | 280 6 20 [61] 39 | m9| 70 | 213] a6 | 262] ea | 256 | es | 208 70 u | 43| 33 | 101| 67 | 204] 60] 240 | m1 | 207 | 65 | 250 75 @ | 24| 27 | 82] 65 | 201| 7 | m6] 00 | ma] a? | 250 amax] 4 | i2[ 23 [| 70] 6 | 198| 71 | 216] 795| 242| 80 | 244 TURNING RADII-NO SLIP ANGLE MODEL 727-200 FEBRUARY 1969 1D6-58324Notes: 5° TIRE SLIP ANGLE ‘APPROXIMATE FOR TURN ANGLE i @ CONSULT USING AIRLINE FOR SPECIFIC OPERATING. PROCEDURE EFFECTIVE TURN A 9° DUE TO miniauM ~ THRE SUP WIDTH OF 7° PAVEMENT STEERING FOR 180° TURN ANGLE, (OUTSIDE To OUTSIDE OF Tire) FOR PLANNING WIDTH CONSULT USING AIRLINES Seeds) FOR MINIMUM TURNING RADIUS. SLOW ‘CONTINUOUS TURNING AT MINIMUM THRUST. ON ALL ENGINES. NO DIFFERENTIAL BRAKING. FOR AN EFFECTIVE TURN ANGLE OF 75° MODEL, x Y A RB R4 RS R6 727-100 FtN, | 533 144 826 55.0 720 70.0 72.0 1006 M 16.2 4a 252 16.8 219 23 21.9 727-200 FTN, | 633 1611 958 66.0 74-0 800 820 M 19.3 5.16 29.2 20.1 226 244 25.0 oe 4.3 MINIMUM TURNING RADII-3° SLIP ANGLE MODELS 727-100, -100C, -200 D6-58324 JUNE 1972 59.ee NOT TO BE USED FOR, DF LANDING APPROACH VISIBILITY 12FT TIN, (38am VISUAL ANGLES IN PLANE PARALLEL TO LONGITUDINAL AXIS: ‘THROUGH PILOTS EYE POSITION (249 M1) IFT 11N. (460M) S8FT QIN, (am NOT TO SCALE PILOT'S EE POSITION VISUAL ANGLE IN HORIZONTAL PLANE ‘THROUGH PILOT'S EYE POSITION NOTE: HEAD ROTATED ABOUT POINT 3.3 1N. 0.08 Mi AFT OF PILOT'S EYE POSITION D> urnano vision THROUGH Main wiNoOW B> vision tHrousn evesRow window B>wira weao moved (018) OUTBOARD B>oownano vision THROUGH MAIN WINDOW VISUAL ANGLES IN PLANE PERPENDICULAR 10 LONGITUDINAL AXIS THROUGH PILOT'S EVE POSITION TAN Blow PILOT'S EYE POSITION 21IN. (059M) ey bo € 4.4. VISIBILITY FROM COCKPIT IN STATIC POSITION (AMBINOCULAR VISION) MODEL 727-100 60. June 1978 1D6-58324NOT To BE USEO FOR LANDING APPROACH VISIBILITY PILOT'S EYE POSITION aFT 2IN, (2.49 m) VISUAL ANGLES IN PLANE PARALLEL TO LONGITUDINAL AXIS. ‘THROUGH PILOT'S EYE POSITION Jes rT +N, (460m OFT OI (em) NOT TO SCALE PILOT'S EVE POSITION $330 VISUAL ANGLE IN HORIZONTAL PLANE THROUGH PILOT'S EYE POSITION ee ROUGH PILOT'S EYE POSITION ABOUT POINT 3.3 IN, (0.08) AFT OF PILOT'S EYE POSITION nage D> Urwano vision THROUGH wAIN WINDOW D> vision THROUGH EvEaRoW wiNoOW B> WITH HEAD MovEo 5 IN (0.19.49 OUTBOARO B> downwano vision THROUGH MAIN WINDOW VISUAL ANGLES IN PLANE PERPENDICULAR TO LONGITUDINAL Axis THROUGH PILOT'S EYE POSITION PLLOT'SEVE POSITION | 201N. (0.51 8) ——>| « VISIBILITY FROM COCKPIT IN STATIC POSITION (AMBINOCULAR VISION) MODEL 727-200 D6-58324 JUNE 1978. 6162 RUNWAY WIDTH = 150 FT 148.7 Mt) NOSE GEAR STEERING ANGLE = 25° OF LESS, NoTE BEFORE DETERMINING THE SIZE OF THE INTERSECTION FILLET, CHECK WITH THE AIRLINES REGARDING THE OPERATING PROCEDURES WHICH THEY USE AND THE AIRCRAFT TYPES WHICH ARE EXPECTED TO SERVE THE AIRPORT. R= 100 FT (20.5.0) & NOSE GEAR TRACK TAXIWAY WIDTH = 75 FT (28M) R= 100 FT (30.5 M) oursive evce OF ouTaoARD GEAR TRACKS 4.5 RUNWAY AND TAXIWAY TURN PATHS-90° TURN, RUNWAY TO TAXIWAY (STANDARD TURN) MODELS 727-100, -100C, -200 JUNE 1978 D6-58324RUNWAY WIDTH 150 eT (45.7 m ANGLE - 25° OR LESS NOTE: AIRLINES REGARDING THE OPERATING TO SERVE THE AIRPORT. @ Nose GEAR TRACK oursive ence ‘OF OUTAOARD GEAR TRACKS ‘TAXIWAY WIDTH -75 FT (228m) = 100 FT (30.5 m) RUNWAY AND TAXIWAY TURN PATHS—MORE THAN 90° TURN, RUNWAY TO TAXIWAY (STANDARD TURN) MODELS 727-100, -100C, -200 D6-58324 JUNE 1978 NOSE GEAR STEERING BEFORE DETERMINING THE SIZE OF THE INTERSECTION FILLET, CHECK WITH THE PROCEDURES WHICH THEY USE AND THE AIRCRAFT TYPES WHICH ARE EXPECTED 6364 TAXIWAY WIDTH = 78 FT (22.1 NOSE GEAR STEERING ANGLE - 25° 0R LESS Nore: BEFORE DETERMINING THE SIZE OF THE INTERSECTION FILLET, CHECK WITH THE AIRLINES REGARDING THE OPERATING PROCEDURES WHICH THEY USE AND THE AIRCRAFT TYPES WHICH ARE EXPECTED ‘TO SERVE THE AIRPORT. & NOSE GEAR TRACK TTAXIAY WIDTH -75 FT (22.86) R= 100 FT 190.5.) ouTsIDE FOG: OF OUTBOARD. GEAR TRACKS RUNWAY AND TAXIWAY TURN PATHS-90° TURN, TAXIWAY TO TAXIWAY. (STANDARD TURN) NOSE GEAR TRACKS CENTERLINE TO CENTERLINE MODELS 727-100, -100C, -200 JUNE 1978 D6-58324TAXIWAY WIOTH* 75 FT (22.8 M) R=1006T (305M) NOSE GEAR STEERING ANGLE -25° OR LESS NOTE: BEFORE DETERMINING THE SIZE OF THE INTERSECTION FILLET, CHECK WITH THE AIRLINES REGARDING THE OPERATING PROCEDURES WHICH THEY USE AND THE AIRCRAFT TYPES WHICH ARE EXPECTED TO SERVE THE AIRPORT. \COCKPIT TRACKS CENTERLINE oursive EDGE OF OUTBOARD GEAR TRACKS @ TAXIWAY WIDTH. 75 FT (22.8 Ml R= 100FT (20.5 RUNWAY AND TAXIWAY TURN PATHS-90° TURN, TAXIWAY TO TAXIWAY COCKPIT TRACKS CENTERLINE TO CENTERLINE MODELS 727-100, -100C, -200 D6-58324 JUNE 1978 65MINIMUM CLEARANCE OF MOVING AIRCRAFT = AOFT (122M) we 206 FT 162.2) HOLOING APRON To RUNWAY 20FT 16.1 m) CLEARANCE CENTERLINE GEAR TO EDGE OF PAVEMENT, & TAXIWAY NOTE: CONSULT USING AIRLINE FOR SPECIFIC OPERATING PROCEDURE 4.3 RUNWAY HOLDING BAY (APRON) MODELS 727-100, -100C, -200 66 JUNE 1978 D6-583245.0 TERMINAL SERVICING 5.1 5.2 53 54 55 5.6 57 Airplane Servicing Arrangement (Typical Turnaround) Terminal Operations — Turnaround Station Terminal Operations — En Route Station Ground Service Connections Engine Starting Pneumatic Requirements Air Conditioning Requirements Ground Towing Requirements D6-58324 FEBRUARY 1969 67ann ‘BAGGAGE LOADER. romano ToLeT Aingranr = Hesemieay = VENTRAL STAIR | | | Let passensen coneea np t (STAIRS OPTIONAL). t AFT TOILET. - CEEEEE t bande vonbea a { i FLEECE i Ct . } COOP ScaLe TIN. = 30 Fr | bFeer!o 10 -} 20/30/40 “+ NOT REQUIRED IF AUXILIARY POWER UNIT IS IN USE 5.1 AIRPLANE SERVICING ARRANGEMENT-TYPICAL TURNAROUND MODELS 727-100, -100C 68 FEBRUARY 1969, 1D6-58324sabbide cates t “EEE H AIR START Hh EELECTRICAL POWER VENTRAL STAIN = AE a oie | TTeonoirionine - HENetedey tH POTABLE WATER PASSENGER LOADER (STAIRS OPTIONAL * NOT REQUIRED IF AUXILIARY POWER UNIT IS IN USE AIRPLANE SERVICING ARRANGEMENT—TYPICAL TURNAROUND MODEL 727-200 D6-58324 FEBRUARY 1969 69)PLACE AND/OR EXTEND STAIRS POSITION SERVICE EQUIPMENT DEPLANE PASSENGERS UNLOAD BAGGAGE AND/OR CARGO FUEL AIRPLANE SERVICE GALLEY SERVICE WATER SERVICE LAVATORIES CLEAN CABIN CLEAN AFT ENTRY LOAD BAGGAGE AND/OR CARGO BOARD PASSENGERS CLEAR AREA AND START ENGINES ESTIMATED CYCLE TIME (MIN) NOTES: © ESTIMATES BASED ON 28 FIRSTCLASS AND 66 TOURIST PASSENGER MIX WITH 65% LOAD FACTOR BOTH ENTRY DOORS IN USE FUEL RATE OF 600 GPM (2,271 Lm) THIS DATA IS PROVIDED TO ILLUSTRATE THE GENERAL SCOPE AND TYPES OF TASKS INVOLVED IN TERMINAL OPERATIONS, VARYING AIRLINE PRACTICES AND OPERATING CIRCUMSTANCES. ‘THROUGHOUT THE WORLD WILL RESULT IN DIFFERENT SEQUENCES AND TIME INTERVALS TO ACCOMPLISH THE TASKS SHOWN, BECAUSE OF THIS, GROUND OPERATIONS REQUIREMENTS: ‘SHOULD BE COORDINATED WITH THE USING AIRLINES PRIOR TO RAMP PLANNING, 5.2 TERMINAL OPERATIONS-TURNAROUND STATION MODELS 727-100, -100C 70. sune 1978 D6-58324PLACE ANO/OR EXTEND STAIRS POSITION SERVICE EQUIPMENT DEPLANE PASSENGERS UNLOAD BAGGAGE AND/OR CARGO FUEL AIRPLANE SERVICE GALLEY SERVICE WATER SERVICE LAVATORIES CLEAN CABIN CLEAN AFT ENTRY LOAD BAGGAGE AND/OR CARGO BOARD PASSENGERS CLEAR AREA AND START ENGINES ESTIMATED CYCLE TIME (MIN) NOTES: ‘© ESTIMATES BASED ON 20 FIRST-CLASS AND 114 TOURIST PASSENGER MIX WITH 65% LOAD FACTOR © BOTH ENTRY DOORS IN USE ‘© FUEL RATE OF 600 GPM (2,271 LPM) (® THIS DATA IS PROVIDED TO ILLUSTRATE THE GENERAL SCOPE AND TYPES OF TASKS INVOLVED IN TERMINAL OPERATIONS. VARYING AIRLINE PRACTICES AND OPERATING CIRCUMSTANCES ‘THROUGHOUT THE WORLD WILL RESULT IN DIFFERENT SEQUENCES AND TIME INTERVALS TO ACCOMPLISH THE TASKS SHOWN. BECAUSE OF THIS, GROUND OPERATIONS REQUIREMENTS SHOULD BE COORDINATED WITH THE USING AIRLINES PRIOR TO RAMP PLANNING, TERMINAL OPERATIONS—TURNAROUND STATION MODEL 727-200 D6-58324 JUNE 1978. 71PLACE AND/OR EXTEND STAIRS POSITION SERVICE EQUIPMENT DEPLANE PASSENGERS UNLOAD BAGGAGE AND/OR CARGO FUEL AIRPLANE SERVICE GALLEY SERVICE WATER CLEAN CABIN LOAD BAGGAGE AND/OR CARGO BOARD PASSENGERS CLEAR AREA AND START ENGINES 0 10 20 30 ESTIMATED CYCLE TIME (MIN) NOTES: ‘© ESTIMATES BASED ON 28 FIRST-CLASS AND 66 TOURIST PASSENGER MIX WITH 65% LOAD FACTOR © BOTH ENTRY DOORS IN USE © FUEL RATE OF 600GPM (2,271 LPM) © 75% PASSENGER EXCHANGE (© THIS DATA IS PROVIDED TO ILLUSTRATE THE GENERAL SCOPE AND TYPES OF TASKS INVOLVED IN TERMINAL OPERATIONS. VARYING AIRLINE PRACTICES AND OPERATING CIRCUMSTANCES. THROUGHOUT THE WORLD WILL RESULT IN DIFFERENT SEQUENCES AND TIME INTERVALS TO ACCOMPLISH THE TASKS SHOWN, BECAUSE OF THIS, GROUND OPERATIONS REQUIREMENTS ‘SHOULD BE COORDINATED WITH THE USING AIRLINES. PRIOR TO RAMP PLANNING. 5.3 TERMINAL OPERATIONS—EN ROUTE STATION MODELS 727-100, -100C 72 sune 1978 D6-58324PLACE AND/OR EXTEND STAIRS POSITION SERVICE EQUIPMENT DEPLANE PASSENGERS UNLOAD BAGGAGE AND/OR CARGO| FUEL AIRPLANE SERVICE GALLEY SERVICE WATER CLEAN CABIN LOAD BAGGAGE AND/OR CARGO BOARD PASSENGERS CLEAR AREA AND START ENGINES ESTIMATED CYCLE TIME (MIN) NOTES: © ESTIMATES BASED ON 20 FIRST-CLASS AND 114 TOURIST PASSENGER MIX WITH 65% LOAD FACTOR © BOTH ENTRY DOORS IN USE (© FUEL RATE OF 600 GPM (2,271 LPM) (© 75% PASSENGER EXCHANGE (@ THIS DATA IS PROVIDED TO ILLUSTRATE THE GENERAL SCOPE ‘AND TYPES OF TASKS INVOLVED IN TERMINAL OPERATIONS, VARYING AIRLINE PRACTICES AND OPERATING CIRCUMSTANCES ‘THROUGHOUT THE WORLD WILL RESULT IN DIFFERENT SEQUENCES AND TIME INTERVALS TO ACCOMPLISH THE TASKS SHOWN, BECAUSE OF THIS, GROUND OPERATIONS REQUIREMENTS SHOULD BE COORDINATED WITH THE USING AIRLINES PRIOR TO RAMP PLANNING, TERMINAL OPERATIONS—EN ROUTE STATION MODEL 727-200 D6-58324 JUNE 1978 73'SSURE FUEL PORT, & MAIN JACK POINTS POTABLE WATER (UAL ONLY! FORWARD roiuer : ececraicat a Qt EA t | OXYGEN: + ‘d PAO faerie TOILET Ncrouno point a [POTABLE WATER exCEPT UAL) Neer : ae oraunie | 1 TWAIN JACK POINTS: ter t } POTABLE WATER: t (UAL ONLY! t 1 aa J\FUEL! AIR START onvorh at --foraare wt ToT an om AIR CONDITIONING: f ar 1 t t ‘GROUND POINT i t = (FRONT OF LANDING GEAR DOOR) “TWA AND AAL REPLACE OXYGEN BOTTLES WHEN t WI! 5.4 GROUND SERVICE CONNECTIONS MODELS 727-100, -100C 74 oecemsen 1972 D6-58324GRAV! thE area Chonvaen 3 FORWARD TOILETS\ | pore rele toe eR HHH HE Ot tht bien ASR Neer oer) GRAVITY FUEL PORT | pee Pye oh rt MAIN JACK T i Et Ht t GROUND SERVICE CONNECTIONS MODEL 727-200 1D6-58324 JUNE 1978-75DISTANCE || DISTANCE FROM —][ “HEIGHT AFTOF. || AIRPLANE CENTERLINE |] “Facwn system move. || ‘nose |[terrsioe [aIGHTsiDE]|| GROUND fw itepw tr fw |r TM TAR CONDITIONING, CABIN THO SERVICE CONNECTIONS: |] 81. (20.3 cm) 1021 co lis2f]o}o]o]}o ils | 12 SEE PAGES 82 THRU 85 0 |} oo fiesf}o | o]o]o fl « | 21N.(7..cM) 008|} oo | on4 el SEE PAGES 82 THRU 85 1006 200 }) 110 | 335 |) - 1 ]oslfe |. ‘AIR, PNEUMATIC STARTING ONE CONNECTION 31N. (78M) 100 & eo | 274 1 | os SEE PAGE 81 -100C . ee 200 |} 110 | 235 - |r fos fs | re GROUND SERVICE CONNECTIONS MODELS 727-100, -100C, -200 76 sunet97e D6-58324DISTANCE DISTANCE FROM HEIGHT "AFT AIRPLANE CENTERLINE |} "From SYSTEM MODEL|! oF Nose [[LEFTSIDE | RIGHTSIDE|| GROUND | a | | ELECTRICAL POWER ONE SERVICE CONNECTION |] -100& 100¢ 60 KW, 200/115 Vv, 400 HZ, 3PHASE AC Au |} 2 | a7]. 3 |oo |} 6 |i EXCEPT| EAL EAL |} 90 [274] - | - | 2 | os |] 6 Jie GROUND JACK RH MAIN LANDING GEAR 1008ll 6s lie8 || - wzlar ils lus DOOR 100C . FUEL (AND DEFUEL) ‘TWO UNDERWING 100 & alas PRESSURE CONNECTIONS fone! vee ans eee eee . MAXIMUM FUEL RATE~ {600 GPM (2,271 LPM) AT 50 PSI (3,52 KG/CM2) MAXIMUM DEFUEL RATE— 200 GPM (757 LPM) ‘TANK CAPACITY—7,174/7,680 US. GAL, (27,150/29,070 L} TWO OVERWING 100 & ERAT CORMIEC TIONS oc | 72 | 243] 40 J 122] 40 Jr22 |] 8 | 24 _fperopsng GROUND SERVICE CONNECTIONS MODELS 727-100, -100C D6-58324 JUNE 1978.77DISTANCE FROM HEIGHT DISTANCE |] AIRPLANE CENTERLINE |] "From SYSTEM MODEL |/aFT OF NOSE" LEFT SIDE [RIGHT SIDE]] GROUND Cs | | ELECTRICAL POWER ONE SERVICE CONNECTION |} -200 100 KW, 200/118 V, 400 HZ, PHASE AC JaLL 2} a7i- 3] ool 6 | 18 lexcerr| EAL eat |] 90 | 27 - |. | 2] coeff 6 | 12 GROUND JACK RH MAIN LANDING GEAR Door 200 } 75 |229f] - | - | 2/37 il 5s | 15 FUEL (AND DEFUEL) TWO UNDERWING PRESSURE CONNECTIONS -200 |] 77 | 23.6 ze fas |} 7 | 21 MAXIMUM FUEL RATE~ 600 GPM (2,271 LPM) AT 50 PSI (3.5 KG/CM2) DEFUEL RATE-200 GPM (757 Lem) TANK CAPACITY - 8105 US. GAL. (30,680 L) TWO OVERWING GRAVITY CONNECTIONS. -200 ] 80 | 244 |] 40 | 122] 40 | 122} 8 | 24 for oF wine} * AN ADDITIONAL 2,480 US. GAL (9,387 L) CAPACITY IS AVAILABLE AS AN OPTION ON THE ADVANCED 727-200, SEE PAGES 11 AND 23. GROUND SERVICE CONNECTIONS MODEL 727-200 78 sune 1976 D6-58324DISTANCE || __ DISTANCE FROW HEIGHT AIRPLANE CENTERLINE |] “FROM ‘STEM MODEL ey AFTOFNOSEI LEFT SIDE | RIGHTSIDE|| GROUND Ca | | HYDRAULIC ONESERVIGE CONNECTION |] ogg, m jas a faz] - | - 5} 18 FILL PRESSURE-50 PSIG 200 }} 92 | 2 i} 4 | a2] - 5 | 16 (35 KG/CM?) FILL RATE-1 GPM (3.8L) RESERVOIR CAPACITIES: SYSTEM A-5.4 US. GAL. (20.4 L) SYSTEM B~3.1 US. GAL, (11.7 L) STANDBY~0.65 US. GAL. (2.6 L) ‘OXYGEN 1008 ONE SERVICE CONNECTION* sooc |} 22 | a7 |} - 5 jas |} 7 | ar 200 MAXIMUM FILL PRESSURE— 1,850 PSI (129 KG/CM2) CAPACITY- 286 CU FT? (8.1 CUM) POTABLE WATER 100 & “100C UAL ONLY -to0 |} 46 | 14.0 6 | 18] 12 | 37 ‘TWO SERVICE CONNECTIONS: 4a fis] 5s | as] - 6 | 18 FILL PORT-% IN, (1.9 CM) 200 || 46 J140 |} 5 | u8] - | - 6 | 18 OVERFLOW-1 IN, (2.54 CM) TANK CAPACITY—40 US. GAL. (151.410 FILL PRESSURE: MINIMUM—10 PSI (0.7 KG/CM2) MAXIMUM- 125 PSI (8.75 KG/em2) *"SOME AIRLINES REPLACE OXVGEN BOTTLES GROUND SERVICE CONNECTIONS MODELS 727-100, -100C, -200 D6-58324 JUNE 197879DISTANCE FROM HEIGHT DISTANCE AIRPLANE CENTERLINE || FROM SYSTEM MODEL] AFTOF NOSE LEFT SIDE | RIGHTSIDE]| GROUND Ee [Tw FoM[)lm |Fym Towers EORWARD TOILETS sgemaaacmaa 100, Two SERVICE sooce |} 14 | a3 -Js fa 4 CONNECTIONS: 200 fl eae |e DORAIN=4 IN. (10.16 CM) FLUSH1 IN. (254 CM) ABT TOILETS 1008 ‘THREE SERVICE Sees sooc |] a7 | 25 |} 4 | 12 a | 24 DAAIN=4 IN. (10.16 CM) 00 ff 7 | as] aw | ae o | 27 FLUSH-TWO 1 IN, (2.54 CM) TOILET FLUSH REQUIREMENTS: FLOW-20 GPa (76.7 LPM PRESSURE-20 PSI (4 Kiem?) TOTAL SERVICE TANK REQUIREMENTS: WASTE-70ULS, GAL (265 L) FLUSH-18 US. GAL. (68.1 L} CHEMICAL—12 US. GAL (45.4) GROUND SERVICE CONNECTIONS MODELS 727-100, -100C, -200 80. sune 1978 D6-58324Nores: EXAMPLE: 790 ENGINES: [AMBIENT TEMPERATURE = 599F (18°C) © MINIMUM STARTING REQUIREMENTS GROUND CONNECTION TEMPERATURE = 250°F {121C) © SEALEVEL REQUIRED PRESSURE AT GROUND CONNECTION = 47 PSIA (9.20 KG/CM? Al REQUIRED AIR FLOW AT GROUND CONNECTION - 77 LBIMIN [349 KGIMIN (KG/MIN} (LB/MIN) 120 se 150 (661 a . Ain Tew AT GROUND CONNECTOR rey 3 100 280 (179) € 450 (2921 5 7 = 7 30] | a poiitli x1 ED EF 30 5 @ PsIA 20) iKoyem?ay PRESSURE AT GROUND CONNECTOR EXAMPLE iKG/em?a) 2 SIA 8 7 -— INLET PRESSURE LiMIT-No FLOW 2 40 8 AIR TEMP AT GROUND CONNECTOR as 3 6% 3 ast so a) 3 250. (121) 8 50 (232) % 20 z 40] # os 7 sols 1 ! ! 1 \ 1 1 = 20! 30 ° 20 40 60 30 700 720 (Fh 3 g eee ey 40, 30, 20 10 o 10 20 30, 40, 50 (Pc) AMBIENT AIR TEMPERATURE 5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS-SEA LEVEL MODELS 727-100, -100C, -200 D6-58324 JUNE 1978 8120 200 r [ FULL HEAT. MANUAL 20 if Tew, HEATING r conTRoL E 1 7 two sysreys 7 a) = 25.80 £ W= 25.6) E50, =€ FT ze ae <6 8 1 FULL HEAT-AUTO TEMP. ze 90 ae CONTROL g 2 3 100 é 2 0 r E one System — w= 1220789 2 Peal agen eee eee 2 ° 25 30 75 700 TIME TO HEAT CABIN TO 70°F (21°C) (MINUTES) conortions: + CABIN INITIALLY AT 0°F (172°) + NO OCCUPANTS OR OTHER HEAT LOADS: ALL DOORS AND HATCHES CLOSED ‘AIR TEMPERATURE AT GROUND CONNECTION 200°F (149°C) # Weart= 114K 0 = P51G AT GROUND CONNECTION 90 200 eo cooLins E L- 20% RELATIVE HUMIDITY F \ ae fae |___ mo svsrgas Zw Se w one z5 zZ ‘ie & 2 al 2 gs & 45% RELATIVE HUMIDITY zs cole i 2m ——— ‘9 F Fr) ie iia al a a aa a ee 20 ° 75 30 75 700 TIME TO COOL cABIN TO 80°F (267°C) (MINUTES) conDiTions. ae ‘CABIN INITIALLY AT 100°F (29°) ® NO GALLEY AND ELECTRICAL HEAT LOAD 3 NO OCCUPANTS * ALL DOORS AND HATCHES CLOSED + AMBIENT TEMPERATURE 103°F (28°C) + SOLAR LOAO 6,600 BTUTHE |1680 KG CAL/HR + AIR TEMPERATURE AT GROUND CONNECTION 480°F (202°C) # Wares 114 5.6 AIR CONDITIONING REQUIREMENTS—HEATING AND COOLING MODELS 727-100, -100C 82. JUNE 1978 658324CONDITIONS ALL DOORS AND HATCHES CLOSED Os Caviar rrr ese) @e canar 70% 21°C) 2 ss occurants + soccurants 3 NOGALLEY LOAD 3 GALLEY LoaD 8.200 erumiR 3 SOLAR LOAD 6.600 eTUrHR (2.070 KG CALIHR) {1/840 KG CALIMR) # SOLAR LOAD-SAME ASIN @) # ELECTRICAL LOaD 7,400 8TU/HR eee KGCALiiRs + ELecTRICAL Loap-same Asin @ @e caaiw aravrr 267%) @OO + cain ar 75°F 229% (© OTHER CONDITIONS SAME ASIN @) = NooccuraNTs [NO OTHER HEAT LOADS 2s 160 [ Paap 2m ocho OEE Hoe 200] 20 PRESSUR, 20] C AT CROUND coymmi— MAX) INECTIOn| aes 80 E175) AMBIENT TEMPERATURE E =. @ o°F.1.17.8°C: g g ae ) -20°F 4-29°C. a fe 6) -40°F.(.40°C.! = & a0] See \ a 2 tom, 2 am) 120 PRESSURE iti 7 AMBIENT TEMPERATURE 3 103°F.(39°C! 20] 1 1 70 30 710 30 780 DEGREES FANRENMEIT . 7 3 36 0 = 70 DEGREES CENTIGRADE INLET TEMPERATURE AIR CONDITIONING REQUIREMENTS-PRECONDITIONED AIRPLANE MODELS 727-100, -100C 658324 JUNE 1978. 8390) 200 C FULL HEAT. MANUAL E TEN. 20] E coneer HEATING 0 Two sysTEMs, we 26.8 (p18 | ' FULL HEAT-AUTO TEMP, 2 r CONTROL, zy E180 ok 2 22 = zz £ Soe g 5 2 9 2 3 2 10 \ “0 [ one svstey, We 13201 30 res sii ad ia Ya kG a 20 25 ED 75 700 TIME TO HEAT CABIN TO 70%F.121%C) (MINUTES) CONDITIONS @ CABIN INITIALLY AT 0°F (-17:8°c) = NO OCCUPANTS OR OTHER HEAT LOADS, ALL DOORS AND HATCHES CLOSED AIR TEMPERATURE AT GROUND CONNECTION 200°F (149°) © Weat= 11 P= PSIG AT GROUND CONNECTION 90) 200 cr) cooLING 70 Two sysTeys w-92 i 150] 0] 45% RELATIVE HUMIDITY 50 CABIN AIR FLOW (W) KG PER MINUTE POUNDS PER MINUTE T 40) 0] T 20% RELATIVE HUMIDITY pee sceenes ese ege eae 7 ty 5 or 5 700 TIME TO COOL CABIN TO-80°F.(26.7°C) (MINUTES! conoiTions: © CABIN INITIALLY AT 103%F (99°C) © NO GALLEY AND ELECTRICAL HEAT LOAD NO OCCUPANTS # ALL COORS AND HATCHES CLOSED. AMBIENT TEMPERATURE 103°F (39°C) SOLAR LOAD 7,730 BTU/HF (1,950 KG CAL/HR} AIR TEMPERATURE AT GROUND CONNECTION 480%F (202% AIR CONDITIONING REQUIREMENTS—HEATING AND COOLING MODEL 727-200 84 June 1978 D6-58324conorrions ALLDOORS AND HATCHES cLosCO «= @e S casi ar rer (2a8%e1 194 OCCUPANTS NO GALLEY LonD SOLAR LOAO 7,790 8TUIHR no] 109] cc) 20] AIR FLOW KG PER MINUTE 70] 50 POUNDS PER MINUTE (1,950 KG CALIHAY ELECTRICAL LOAD 8,800 BTUIHR caan 250 225 128 (2200 KG CALIHA) CcAaIN AT 70°F (21.1°C), OCCUPANTS GALLEY LOAD 8,200 BTU/HR, (2,070 KG CAL/HRD © SOLAR LOAD-SAME AS IN @®: ELECTRICAL LOAD~SAME ASIN) CABIN AT 75°F (23.9°C) No OCCUPANTS IN AT 80°F (26.7°C} © NO OTHER HEAT LOADS + OTHER CONDITIONS same asin SROUND on ~litecnigg [Lf 2, an 0508 1 op PRESSURE ET] | ooo - i 103°F. (39°C! ace 721N. (0305 oe ) aa Ho enessune AT OUTSIDE TEM @ 0°F. (-17.8°c (8) 20%. 20°e) (6) 40°F. (40°C): L 1 L L L 1 0 % 76 30 0 7a 150 100. DEGREES FAHRENHEIT 30 70 ‘ 60 DEGREES CENTIGRADE INLET TEME PERATURE AIR CONDITIONING REQUIREMENTS-PRECONDITIONED AIRPLANE MODEL 727-200 D6-58324 JUNE 1978 8586 5.7 GROUND TOWING REQUIREMENTS Ground towing requirements for various towing conditions are presented on the following ages. Drawbar pull and total traction wheel load may be determined by considering airplane weight, pavement slope, coefficient of friction, and engine idle thrust. Example: An example is included on of 170,000 pounds (77,180 kilograms) and engines idling. When the pavement is assumed ich chart for the model 727-100 with a maximum taxi weight to be wet concrete with a 2-degree slope, the required total traction wheel load would be 21,400 pounds (9,716 kg) and the drawbar pull would be 12,200 pounds (5,539 kg) (Example A). When the airplane is backed without idle thrust, these numbers would change to 17,900 pounds (8,127 kg) and 10,200 pounds (4,631 kg), respectively (Example B). DECEMBER 1972 D6-58324snus 3101 AsNIvoY ONDIOWS os pee oe ea itge o® oe ] aoe | 4 aaa oN: | Les soe osi| (oot-cze! 021} 002 oxe| (810001) LHoIaM ssowo anvtauly vy aTaWWx3 oz (27 000't) vin uvanvua oc Sa79IHA MOL GaULL-U3EaNY OS OsLyWi1s3 3UY (rf) NOLLDIHd 40 SLN3ID124309 & NMOHS LON SNOILIGNOD AYMYWaHB I¥NSANA & (MOL 3NIT-LHOIVULS @ S310N GROUND TOWING REQUIREMENTS MODELS 727-100, -100C, -200 87 DECEMBER 1972 D6-58324AHDI3M ssOuD aNvTauly 3401s LNIuIa Asn¥HL 3701 Asuivov ONDIovE saNION3 40 838WNN (99 000'L) av07 133HM NOWOWEL TYLOL STOINSA MOL O3HLL-H3ENH HOS Lywiis3 auv (rf) NOLLOIu4 40 SIN3IOI433000 NMOHS LON SNOLLIGNOD AvMv>vaue TwnsANNe, ‘MOL SNIT-LHOIVHIS® S310N n (0% 0001) ‘ving vena en oz GROUND TOWING REQUIREMENTS—METRIC MODELS 727-100, -100C, -200 1D6-58324 DECEMBER 1972 886.0 JET ENGINE WAKE AND NOISE DATA 6.1 Jet Engine Exhaust Velocities and ‘Temperatures 6.2 Airport and Community Noise D6-58324 FEBRUARY 1969 89oe S3NIDNB BLL: 7B LI-‘SI- ‘He O0F- oe ®\ : SANIONS MCL £1-‘SI-“HaW 0 \ —— : a ° 3 awa =o re oo ‘Haw 08) HaW 08 ic ra to 491) Ha 004 oe was anvrauly oNIna@ s0NvAsiO WiKY 0 or ve ow o 0 susi3H f fi A 2 1 7 1 r r { ost oo oat 0 o ee 0 334 nonavaas ° -BNVT ONNOHS, ANIONS HLL ® Li-“S1-"HaMt 00 68 LoBir SaNIONA Wek C9 Hal OW = a ye oe (ant 08) Hao : anviulv ois LLY : ‘NIM O43: (Haw L9L) Habv OOF: fa Sanat vase Was AVG QUVONVIS* :sNOLLIGNOD€ ‘GaLvwiis3 vivae ‘SANIONS GBI e 'SRLON SNITUBINAO INV IduIY NOUS BONWASIC SNWTd ANNOWD 3AO8Y LHOIIH 6.1 JET ENGINE EXHAUST VELOCITY CONTOURS—IDLE POWER MODELS 727-100, -100C, -200 D6-58324 JUNE 1978 90saNiona uct Danna BNVTaulY ONIHBE SONVASiC WiXy (0,£6) 4 ,002 wid © suaiaw | 1 0 4334 Nowa on 0 oe 4s SNVTaaNnOUD ‘SANIDN3 ULI- B LL-'St-"4 001 a aNYTaulY O1LWis © ‘ONIM uaz aaa) vase AVG GHVANVIS® :SNOILIGNOD « ‘O3LVWNILS3 W1va © S3NIONS ORL & 'SSLON ee cour (0,88) 4,008 (0,€6) 4,002: o ANITHBLNGO INV TauIY WOU SONWASIO ANY 4 ONNO’D 3AGBY LHOIH JET ENGINE EXHAUST TEMPERATURE CONTOURS-IDLE POWER MODELS 727-100, -100C, -200 91 JUNE 1978 D6-58324oe 2Ntons £"Han os ee o - - : 0 | a / (Haw 08) = wt aeie (am 191) Ha ot oe (an 72 Ha ot mous aw 225 Ha 02 avauly oni 20Nvisia WK ok ww wea sua oe — t fh { u— T T T ' ove om a om oon o uses Ntona & "han 05 wouvaana ° ania ownaH ° ; — = : a. auveroour = : (Haws 08) Hari 08: ie —— - enimousz © anvrauivouvis + erent i jou wou (vt usa “Xoude¥} ANION Yad LSNBHL aNNOd oeEz «| (Haws op2) Hav ost TBAT VAS * — AvGuyANWIS © ONLLYHRd0 SBNIONSTIUL © viva 1S31 3NVMLaf SL-GRLF NO G3SVe NMOHS NOLLYNHOSNI LL ONY © 3ML N33ML39 STV SI-ONY -OBLr HOS ¥L¥a © SUNOLNOD LSNVHXS SNIONS HLL/LL-GRLF GALVNLISS & '$310N (Haw zze) Hane oo7 ANITSINAD BNYTaHIY WOH BONVISIC NYT ANNOYS 3AORY LHDIBH JET ENGINE EXHAUST VELOCITY CONTOURS—BREAKAWAY THRUST MODELS 727-100, -100C, -200 D6-58324 JUNE 1978 927 : 7 - : =a. Jo : « LK T T T T - a = af o Oasse ‘ eee or 1 ee oz 1.001 LE (by (¥'t ud3 "XKOuddY) ANIONS Yad LsNEHLaNNOdoEEZ « 49,99 4,05 TBAST V3S # AVC GUVGNVIS # OWLLYHadO SaNIONS 3aMHL © ‘Vivo 1831 3¥VM Jar si-agur NO Gasva « NMOHS NOLLWIHOANI Li ONY £ BML NB3ML39 STIVS SI: ONY GOBIF HOS VIVO © SHNOLNOD LsNWHXa SNIONA HAL/L1-O8UF GALWLLSS © '$810N (0,€6) 4,002: ANITU3IN3D ANYIduY Wows SONVISIO SNV1d ONNOWD 3AOBY LHOISH JET ENGINE EXHAUST TEMPERATURE CONTOURS-BREAKAWAY THRUST MODELS 727-100, -100C, -200 93 JUNE 1978 D6-58324Nw oe 0 aNIONa & . : 5 e = - : 1 1 { 7 on oe on a pi suai ot wert) 14 oc one Pye Se ree aa NIM Ouaz # SNVTAUIY DILWIS © LSMUHL s40;IVL © BAST 3S # AVO GUVONVAS © ONILYH34O S3NIONS 33UHL # vivo 1831 34¥M 13rSLOBIr No Gasva NMOHS NOLLWNHOANE Lb ONY (3H N33NA3B STIVS SI ANY 6-a8ir HOS Viva © SUNOINOD IsAVHXa SNIONS HEIYEL-aBr GALWIIESS © ‘S310N (avi ovz) Haw ost (wave 220) Haw 00 (haw 80) Have o0€ (Hany ve9) Hat oo ANITHBLN39 ANVTEUIY MOS 3ONVISIO SNVIW GNNOWD 3008 LHOISH JET ENGINE EXHAUST VELOCITY CONTOURS—TAKEOFF THRUST MODELS 727-100, -100C, -200 D6-58324 JUNE 1978 94na hoe BNIDNA L-'4,001 ale ef R\ SS o - = 7 7 SETS 0 40 eee (0,991 4,081 ha o L/ 5 (9,82) 4,008 os weryeroir oe 4a aNVTautY aNIH3E 3ONVISIO TWIXY oot 06 0 o 09 os o oc 0 o © suaiaw coe ose 00 ost ot 0s 0 4334 INION £4,001 NolLwaaTa ° aNV14 ONNOUD os o 2B Soe fe Ta,Re por a oe awimousz «anya o1nviseisnunt ssoanva « (2688) 4S 7S a berrer-oair wou BATT VAS © AVO OUVANVIS # ONILVHSdO S3NIONS 3BUHL © ava 1931 SxVM Lar St-ORLF NO Gasve NMOHS NOLLWHHONT Lb ONY & 3H N3BML38 STIV4 SI: ANY GRIF Hod viva © SUNOINOD ISNVHXS SNIONS HLL/CL-a8IF CALWNIISS& 'S310N SNITu3.LN39 SNY Tau Wouls SONVEsIO NYT aNNOHO aA08Y LHOISH JET ENGINE EXHAUST TEMPERATURE CONTOURS—TAKEOFF THRUST MODELS 727-100, -100C, -200 JUNE 197895 D6-583246.2 Airport and Community Noise Aircraft noise is of major concern to the airport and community planner. The airport is a major element in the community's transportation system and, as such, is vital to its, growth, However, the airport must also be a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extends beyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Many means have ‘been devised to provide the planner with a tool to estimate the impact of airport operations. Too often they oversimplify noise to the point where the results become erroneous, Noise is not a simple subject; therefore, there are no simple answers. ‘The cumulative noise contour is an effective tool. However, care must be exercised to ensure that the contours, used correctly, estimate the noise resulting from aircraft operations conducted at an airport. ‘The size and shape of the single-event contours, which are inputs into the cumulative noise contours, are dependent upon numerous factors. They include: 1. Operational Factors (a) Aircraft WeightAircraft weight is dependent on distance to be traveled, en route winds, payload, and anticipated aircraft delay upon reaching the destination, (b) Engine Power Settings—The rates of ascent and descent and the noise levels, emitted at the source are influenced by the power setting used. (©) Airport Altitude—Higher airport altitude will affect engine performance and thus can influence noise. 2, Atmospheric Conditions—Sound Propagation (a) Wind—With stronger headwinds, the aircraft can take off and climb more rapidly relative to the ground. Also winds can influence the distribution of noise in surrounding communities. (b) Temperature and Relative Humidity~The absorption of noise in the atmosphere along the transmission path between the aircraft and the ground observor varies with both temperature and relative humidity. 96 June 1978 D6-583243. Surface Condition Shielding, Extra Ground Attenuation (EGA) (a) Terrain: If the ground slopes down after takeoff or up before landing, noise wi be reduced since the aircraft will be at a higher altitude above ground. Additionally, hills, shrubs, trees, and large buildings can act as sound buffers, All of these factors can alter the shape and size of the contours appreciably. To demonstrate the effect of some of these factors, estimated noise level contours for two different operating conditions are shown below. ‘These contours reflect a given noise level upon a ground level plane at runway elevation. Condition 1 Landing: Takeoff: Maximum Structural Landing Weight Maximum Gross Takeoff Weight 10-knot Headwind Zero Wind 3° Approach 84°F 84°F Humidity 15% Humidity 159% CONDITION 2 See ‘CONDITION 1 D6-58324 JUNE 1978 97Condition 2 Landing Takeoff 85% of Maximum Structural 80% of Maximum Gross Landing Weight Takeoff Weight 10-knot Headwind 10-knot Headwind 3° Approach 59°F 59°F Humidity 70% Humidity 70% As indicated from these data, the contour size ‘es substantially with operating and atmospheric conditions. Most aircraft operations are, of course, conducted at less than maximum gross weights because average flight distances are much shorter than maximum, aircraft range capability and average load factors are less than 100 percent. Therefore, in developing cumulative contours for planning purposes, it is recommended that the airlines serving a particular city be contacted to provide operational information. In addition, there are no universally accepted methods for developing aircraft noise contours or for relating the acceptability of specific noise zones to specific land uses. Itis therefore expected that noise contour data for particular aircraft and the impact assessment methodology will be cha ging. To ensure that currently available information of this type is used in any planning study, it is recommended that it be obtained directly from the Office of Environmental Quality in the Federal Aviation Administration in Washington D.C, It should be noted that the contours shown herein are only for illustrating the impact ‘of operating and atmospheric conditions and do not represent the single-event contour of the family of aircraft described in this document. It is expected that the cumulative contours will be developed as required by planners using the data and methodology applicable to their specific study. 98 UNE 1978 D6-583247.0 PAVEMENT DATA VA 72 13 14 1S 16 1 78 19 7.10 TAL General Information Landing Gear Footprint Maximum Pavement Loads Landing Gear Loading on Pavement Flexible Pavement Requirements—U.S. Army Corps of Engineers Method (S-77-1) and FAA Design Method Flexible Pavement Requirements—LCN Conversion Rigid Pavement Requirements—Portland Cement Association Design Method Rigid Pavement Requirements—LCN Conversion Rigid Pavement Requirements—FAA Design Method ACN/PCN Reporting System: Flexible and Rigid Pavements Tire Inflation Charts (Variable Pressure) D6-58324 APRIL 1985 99100 7.0 PAVEMENT DATA 7.1 General Information ‘A brief description of the pavement charts that follow will help in their use for airport planning. Each airplane configuration is depicted with a minimum range of four loads imposed on the main landing gear to aid in interpolation between the discrete values shown. All curves for any single chart represent data based on rated loads and tire pressures considered normal and acceptable by current aircraft tire manufacturers’ standards. Tire pressures, where specifically designated on tables and charts, are at values obtained under loaded conditions as certified for commercial use. Section 7.2 presents basic data on the landing-gear footprint configuration, maximum design taxi loads, and tire sizes and pressures. The tire pressures shown in this section and in subsequent sections are given for optimum flotation at the condition of maximum design taxi weight. ‘Maximum pavement loads for certain critical conditions at the tire-ground interface are shown in Section 7.3. Pavement requirements for commercial airplanes are customarily derived from the static analysis of loads imposed on the main landing gear struts. The charts in Section 7.4 are provided in order to determine these loads throughout the stability limits of the airplane at rest on the pavement, ‘These main landing gear loads are used to enter the pavement design charts, interpolating load values where necessary. The flexible-pavement design curves (sec. 7.5) are based on procedures set forth in Instruction, Report No. S-77-1, “Procedures for Development of CBR Design Curves,” dated June 1977, and as modified according to the methods described in FAA Advisory Circular 150/5320-6C, “Airport Pavement Design and Evaluation,” dated December 7, 1978. Instruction Report No. S-77-1 was prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and Pavements Laboratory, Vicksburg, Mississippi. The line showing 10,000 coverages is used to calculate Aircraft Classification Number (ACN). APRIL 1985 D6-58324The following procedure is used to develop the curves shown in Section 7.5: 1. Having established the scale for pavement thickness at the bottom and the scale for CBR at the top, an arbitrary line is drawn representing 6,000 annual departures. 2. Values of the aircraft gross weight are then plotted. 3. Additional annual departure lines are then drawn based on the load lines of the aircraft gross weights already established. 4. An additional line representing 10,000 coverages (used to calculate the flexible-pavement Aircraft Classification Number) is also placed. Alll Load Classification Number (LCN) curves (Sections 7.6 and 7.8) have been developed from a computer program based on data provided in International Civil Aviation Organization (ICAO) document 7920-AN/865/2, Aerodrome manual, Part 2, “Aerodrome Physical Characteristics,” 2nd edition, 1965. LCN values are shown directly for parameters of weight on main landing gear, tire pressure, and radius of relative stiffness (¢) for rigid pavement or pavement thickness or depth factor (h) for flexible pavement. Rigid-pavement design curves (Section 7.7) have been prepared with the Westergaard equation in general accordance with the procedures outlined in the Design of Concrete Airport Pavement (1955 edition) by Robert G. Packard, published by the Portland Cement Association, 5420 Old Orchard Road, Skokie, Illinois 60076. These curves are modified to the format described in the Portland Cement Association publication XP6705-2, Computer Program for Airport Pavement Design (Program PDILB), 1968, by Robert G. Packard. The following procedure is used to develop the rigid-pavement design curves shown in Section 7.7: 1. Having established the scale for pavement thickness to the left and the scale for allowable working stress to the right, an arbitrary load line is drawn representing the main-landing-gear maximum weight to be shown. 2. Values of the subgrade modulus (k) are then plotted. 3. Additional load lines for the incremental values of weight on the main landing gear are drawn on the basis of the curve for k = 300, already established. D6-58324 APRIL 1985,The rigid-pavement design curves (Section 7.9) have been developed based on methods used in the FAA Advisory Circular AC 150/5320-6C, 7 December 1978. The following procedure is used to develop the curves shown in Section 7.9: 1. Having established the scale for pavement flexural strength on the left and a temporary scale for pavement thickness on the right, an arbitrary load line is drawn representing the main-landing-gear maximum weight to be shown at 5,000 coverages. 2. Values of the subgrade modulus (k) are then plotted. 3. Additional load lines for the incremental values of weight are then drawn on the bi of the subgrade modulus curves already established. 4, The permanent scale for the rigid-pavement thickness is then placed. Lines for other than 5,000 coverages are established based on the aircraft pass-to-coverage ratio. ‘The ACN/PCN system (Section 7.10) as referenced in Amendment 35 to ICAO Annex 14, “‘Aerodromes”, 7th Edition, June 1976, provides a standardized international airplane/pavement rating system replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world, ACN is the Aircraft Classification Number and PCN is the Pavement Classification Number. An aircraft having an ACN equal to or less than the PCN can operate on the pavement subject to any limitation on the tire pressure. Numerically, the ACN is two times the derived single-wheel load expressed in thousands of kilograms, where the derived single wheel load is defined as the load on a single tire inflated to 180 psi (1.25 MPa) that would have the same pavement requirements as the aircraft. Computationally, the ACN/PCN system uses the PCA program PDILB for rigid pavements and $-77-1 for flexible pavements to calculate ACN values, ‘The method of pavement evaluation is left up to the airport with the results of their evaluation presented as follows: pon PAVEMENT SUBGRADE TIRE-PRESSURE EVALUATION TYPE CATEGORY CATEGORY METHOD, R — Rigid A— High W—No Limit T — Technical F — Flexible B— Medium X—To217 psi U — Using aircraft C— Low (1.5 MPay D—UltraLow = Y — To 145 psi (10 MPa) Z—ToT3 psi (0.5 MPa) 102 APRIL 1985 D6-58324Sections 7.10.1 to 7.10.3 show the aircraft ACN values for flexible pavements. The four subgrade categories are: Code A — High Strength — CBR 15 Code B — Medium Strength — CBR 10 Code C — Low Strength — CBR 6 Code D — Ultra Low Strength — CBR 3 Sections 7.10.4 to 7.10.6 show the aircraft ACN values for rigid pavements. The four subgrade categories are: ‘Code A — High Strength, k = 550 pei (150 MN/m’) Code B — Medium Strength, k = 300 pei (80 MN/m’) Code C — Low Strength, k = 150 pei (40 MN/m') Code D — Ultra Low Strength, k = 75 pei (20 MN/m) D6-58324 APRIL 1985 103dz ‘02x05 TWNOLLAO.. dba ‘02x08 TYNOLLO. wz | ow | oot (qnore») (aaavod tot sol so eat tsd | 3ungsaud 3ULL USO NIV sslIA3dAL wunadan | Wn adaL : fluseieas lisaoa ser 3ZIS 34LL EVO NIV con) (cov) | nor» (aaavov O08 001 isd BUNSS3Yd 3UIL YV3D 3SON WA adAL SHEE 3ZIS ULL UV3 3SON : uvaO NIV aE ee NO LHOISM JO LN30Y3d (oos'ed) | (ore) | (oorrw) ‘oor'e) | Ow HORM Dee 00'e2t o00'02 o00'est a NOISSO WAWIXV 002 ‘3/001- 00 7B0ON Zee 7.2.1 LANDING GEAR FOOTPRINT MODELS 727-100, -100C, and -200 D6-58324 APRIL 1985 104Ud 0€ “0x05 TNOLLdO. « Ud 0€ “216 TYNOLdO. @ren | zw | oz | oz | @eon | Gro | Grou | (von) | (eet) | Grore»| (oaav01) aunssaud eat uot Za 298 vst ca ca ert oo Sd BULL UVa NIV, waoe | uadoe | ..tidoe | ..udoe | susoe | yar | doe | doe | udez aZIS SUL texos | vexos | sexs | texos | texos | tzxos | tems | texos | cixey va0 NIV od | od | on | eon | eon | eon | ton | tox | 02 | wor] (axavov sunssaus 004 oot on | om | oo | oo | om | on | om | Isa BULL UV SSON WA 3dAL SLE [3ZIS 3ULL WV30 3SON V9 NIVW NO eee AHOIaM 40 LNB0USd LHI XW (oz"s6) | (oos'z6) | (o0z"es) | (ooz'ss) | (o09'98) | (ooo've) | (ooo'ee) | (oov'se) | (ooe'ez) | tow) 000'012 | o00'r0e | o0z'z61 | o0s's61 | ooo's6: | coz'sai | ooo'eet | oov'ezt | ooo'ezt | 87 NOIS3O WAWIXY ooz- | s00z- | ooze | oz ‘oz | ooz- | ooze | ooe- BQOW 22d AGY -<>- +— oe (v9z'61) ‘Nie L469» eee OO (wo 19) coe wees) NI 1401 |! EDS + ie | 7.2.2 LANDING GEAR FOOTPRINT MODELS ADVANCED 727-200 AND -200F 105 APRIL 1985 1D6-58324corse | core | cov | cove | coor | conve cove | 000% | cose: | corse | coooie | oe aos | cose | oor | oocie | cover | ores corse | cove | covce | owes | ooovee | _sooe- aoces | oozes | oosti | coco | cover | coves core | coe | cover | cae | ooze | oor aocee | overs | cove: | carve | cover | ozs ooze | cove | cova: | oocee | cose | oe aovee | cove | cover | cove | coe | core aowee | core | cosa: | oowee | coos: | oom aoe | ozs | cove: | oowee | occor | cose cooz | cove | corm | owe | oovce | coe aoe | oozes | ooszi | oovee | ones | cosve osse | ove | ovis | oooew | ooovm | coe oovie | eos | cova: | oobze | coves | coves oose | cove | oes | cove | coves | oo owe | ooze | coves | ovze | coves | corse ove | coe | oorzs | cower | coves | ooe coor | ooze | cove | cove | coves | costes ooere | oo | cores | cowec | ooo'eas | one wosee | ooese | coves | corse | corse | ooren wore | oops | cose | oor | cova | oz corez | cove | cove: | cove | cozee | ooo cove | core | cove | core | oooou ; woszz | oot | occ | oo0'se | cose | ooo worse | oo | cove: | cover | coove cove | ooe'es | cower | cooee | oozes | coves woore | oorz | coves | cores | coos oa | a |ola | ow | a [eC oe eee sosnosonomwe| “Sasso” | Rowwunoso | aronbwssarana | _,22cviwod som — | 7300" SNOBNVINVISNIIV | oNDITUE AdvaLswv] GvOTNNKYN | BoHOSmieous | 45OWAVOUNS | IK NOIeSa (@anais wan (anus ad ©M Na ae only oA LHOIAM IX¥L NOISAG WAWIXWW SNYIdil¥ ONISN GALWINOTWO SavoT TY ONDIVUa WOU GVOT GNNOWD TWLNOZIOH WWIXWAN = LON 4 90 LAV LSOW IV GYO1 GNNOUD HVSONIVW TVOLLUSA WNINIXYN = OWA ‘0 GHYMHOd LSOW LY GYO1 GNNOYD HV3O3SON TVOLLYSA WAWNIXvN = NA 7.3 MAXIMUM PAVEMENT LOADS MODEL 727 D6-58324 ‘APRIL 1985 106NOTE: UNSHADED AREA REPRESENTS OPERATIONAL LIMITS PERCENT MAC. 05 10 15 20 25 30 95 40 45 1,000 POUNDS LOAD ON MAIN LANDING GEAR 1,000 POUNDS 35 PERCENT OF WEIGHT ON MAIN GEAR, 7.4.1 LANDING GEAR LOADING ON PAVEMENT MODELS 727-100, -100C ‘D6-58324 (1,000 KILOGRAMS) GROSS WEIGHT APRIL 1985 107LOAD ON MAIN LANDING GEAR. 1,000 POUNDS NOTE: UNSHADED AREA REPRESENTS OPERATIONAL LIMITS 210 120 PERCENT MAC 0.5 10 15 20 25 90.95 40 210 -MAXIMU £210,000 L (95.200 KG) 39 £204,000 LB (92,500 KG) 197,700 LB (89,700 KG): 181,000 LB (88,600 KG): 185,200 LB (84,000 KG): 176,000 LB (79,000 KG) = F CALCULATIONS = (210,000 LB MAX. ESIGN TAX! WEIGHT) es 00) PERCENT OF WEIGHT ON MAIN GEAR, 7.4.2 LANDING GEAR LOADING ON PAVEMENT. MODEL 727-200, -200F 108 APRIL 1985 D6-58324 (1,000 KILOGRAMS) GROSS WEIGHT7.5 Flexible-Pavement Requirements: U.S. Army Corps of Engineers Method (S-77-1) The following flexible-pavement design chart presents the data of six incremental main-gear ‘weights at a constant pressure of 167 psi. In the example shown on the next page, for a CBR of 25 and an annual departure level of 6,000, the required flexible-pavement thickness for an airplane with a main gear loading of 125,000 Ib is 11.0in, The line showing 10,000 coverages is used for ACN calculations (see Section 7.10). ‘The FAA design method uses a similar procedure using total airplane weight instead of weight on ‘main landing gear. The equivalent main gear loads for a given airplane weight can be calculated from Section 7.4. 1D6-58324 APRIL 1995 109NOTES: * APPLICABLE TO ALL TIRES ‘+ PRESSURE CONSTANT AT 167 PSI (11.74 KG/CM?) CALIFORNIA BEARING RATIO. 3 dnseaeiG ernie secreiei912 101 15 20 20 4050 WEIGHT ON MAIN, LANDING GEAR 16 (KG) 105,200 (88,500) 175,000 (79,400) + 150,000 (68,000) # 125,000 (66,700) 100,000 (45,400) 90,000 (40,800) # 10,000 COVERAGES: |: (USED FOR ACN EHH CALCULATIONS)- THT HEHEHE ANNUAL. DEPARTURES" 1,200 SETH 3,000 SK 6,000 + 15,000 = E 25,000 ‘MAXIMUM POSSIBLE MAIN GEAR LOAD AT MAXIMUM Hy FEE DESIGN TAXI WEIGHT AND AFT C.G. (210,000 LB =F MAXIMUM DESIGN TAX! WEIGHT) *20-YEAR PAVEMENT LIFE. 3 4 5 68 7 8 9 10 5 20 30 40 60 INCHES 1 eases L 1 feseehearpen tee tecdeee ten 10 15 20 30 4080807080 80 100 120 (CENTIMETERS) FLEXIBLE PAVEMENT THICKNESS 7.5.1 FLEXIBLE PAVEMENT REQUIREMENTS—U.S. ARMY CORPS OF ENGINEERS DESIGN METHOD (S-77-1) AND F.A.A. DESIGN METHOD MODEL 727 110 APRIL 1985, D6-583247.6 Flexible-Pavement Requirements: LCN Conversion ‘To determine the airplane weight that can be accommodated on a particular flexible pavement, both the LCN and the thickness (h) of the pavement must be known. In the example shown on the next page, flexible-pavement thickness (h) is shown at 25 in. with an LCN of 71. For these conditions, the apparent maximum allowable weight permissible on the ‘main landing gear is 150,000 Ib. Note: Provided that the resultant airplane LCN is not more than 10% above the published pavement LCN, the bearing strength of the pavement can be sufficient for unlimited use by the aircraft. The figure of 10% has been chosen as representing the lowest degree of variation in LCN that is significant (reference: ICAO Aerodrome Manual, Part 2, “Aerodrome Physical Characteristics,” Chapter 4, Paragraph 4.1.5.7v, 2nd Edition, dated 1965). D6-58324 APRIL1985 111(W) SS3NMOIHL ANAWaAVd SEIKI (sw313011N30) Oot ov oz 00s 08 OLDS i (NOW waBWINN NOLIWOISISSY10 GOT S3HONI ost 001.06 08 OL 09 0s oF oe OL 09 os oe oe 3 6 o o SY SQVO7 T33HM-TONIS INZTWAINDA 23: MODELS 727-100, -100C, -200 AT 153,000 TO 179,400 LB (69,400 TO 81,400 KG) MTW AND ((Waro% 11) isd Z94 AY LNVESNOO auNSSaud + 1d 0 12808 ‘a Bz L1xGy ue Gz ZLXGP—S3ULL + :S3LON z 538 oe eae s2 8 a8 .| 22 8a og | §2283 g 1.22 2e8 3 52 8 oe | Br ass B| FPeSs on fe oo Paes © a 2588 gas td con 3 E : {o0s'¢8) Z o ese = 06 (GHOIaM be NOISIO WAXY or) a 1 000°012) °9°0 Lav: ('z Nouoas 33s) TO Fa 8 WOWIXYH JY G¥O1 BY3D WVaD ONIONYT os gos wna asaoa vera MMO UNO zee Ey vd 2 Lud "WVANY SHOUGOURY t i t aks ‘OVOI NI NMOHS SGOHL3W AB G3AIN30 09, | 8 a see gee msn é x D6-58324 APRIL 1985, 112(W SSANMOIHL LN3W3Avd 3781x314 (SuaL3WUN3O) 091 ori _ozi 001 oe _oL_09 0s oc__sz TTT tt (Nov) Y3EWNN NOUWOIISS¥19 avoT S3HONI ost 00} 06 08 oz 09 oso oe a 09 os oe oz st ows oaroos owrses ones: oat ai ('4 NOWO3S 33S) A v3 ONION] {uror oa nowaa nnn = ne ao nba 0 ead vg NN BTaISSOM Wow TET TT HHP 1Sd 871 AY ANVISNOD 3uNSSSEd © ‘ud 06 12>09—S3UIL + :S3LON ery Uva Z Luv “IWnNvnl 3NOUGOESY (OVOINI NMOHS SGOHI3W AB G3AIuaC SUV SQVO1 133HM-STONIS INZTVAINDS '3LON (nora iy 888 2 8 B lost st g (swvw901M o00't) Q¥O1133HM-STONIS INS TWAINO 3 7.6.2 FLEXIBLE PAVEMENT REQUIREMENTS—LCN CONVERSION MODEL 727-200 AT 183,000 TO 185,200 LB (83,000 TO 84,000 KG) MTW 113 APRIL 1985 D6-583247.7 Rigid-Pavement Requirements: Portland Cement Association Design Method Rigid-pavement requirements are based on the Portland Cement Association computerized version of the methods of “Design of Concrete Airport Pavement” (Portland Cement Association, 1955) as described in XP6705-2, “Computer Program for Airport Pavement Design,” by Robert G. Packard, Portland Cement Association 1968. ‘The following rigid-pavement design chart presents the data of five incremental main-gear weights at a constant pressure of 167 psi. In the example shown on the next page, for an allowable working stress of 400 psi, a main gear Toad of 125,000 Ib, and a subgrade strength k of 150, the required rigid-pavement thickness is 11.4 in. 114 APRIL 1985, D6-58324NOTES: + APPLICABLE TO ALL TIRES ‘+ PRESSURE CONSTANT AT 167 PSI (11.74 KG/CM?) F MAXIMUM POSSIBLE MAIN ‘GEAR LOAD AT MAXIMUM AFT C.G. (210,000 L8 MAXIMUM DESIGN TAX! WEIGHT) = WEIGHT ON MAIN. = LANDING GEAR ~ (SEE ir 796,200 175,000 150,000 125,000 100,000 RIGID PAVEMENT THICKNESS. (CENTIMETERS) INCHES 6 NOTE: THE VALUES OBTAINED BY USING THE MAXIMUM LOAD REFERENCE LINE ‘AND ANY VALUE OF k ARE EXACT. FOR LOADS LESS THAN MAXIMUM, THE (CURVES ARE EXACT FOR k = 300 BUT DEVIATE SLIGHTLY FOR OTHER VALUES OF k 200 REFERENCE: “DESIGN OF CONCRETE AIRPORT PAVEMENT” AND “COMPUTER PROGRAM FOR AIRPORT PAVE- MENT DESIGN—PROGRAM PDILB"” PORTLAND CEMENT ASSOCIATION. (KGicn?) ‘ALLOWABLE WORKING STRESS 7.7.1 RIGID-PAVEMENT REQUIREMENTS—PORTLAND CEMENT ASSOCIATION DESIGN METHOD MODEL 727 D6-58324 APRIL 1985 157.8 Rigid-Pavement Requirements: LCN Conversion To determine the airplane weight that can be accommodated on a particular rigid pavement, both the LCN of the pavement and the radius of relative stiffness (Q of the pavement must be known. In the example shown in Figure 7.8.2 the rigid-pavement radius of relative stiffness is shown at 40 with an LCN of 66. For these conditions, the apparent maximum allowable weight permissible on the main landing gear is 125,000 Ib. Note: Provided that the resultant airplane LCN is not more than 10% above the published pavement LCN, the bearing strength of the pavement can be considered sufficient for unlimited use by the airplane. The figure of 10% has been chosen as representing the lowest degree of variation of LCN that is significant (reference: ICAO Aerodrome Manual, Part 2, “Aerodrome Physical Characteristics,” Chapter 4, Paragraph 4.1,5.1v, 2nd Edition dated 1965). 116 APRIL 1985 D6-58324RADIUS OF RELATIVE STIFFNESS (£ VALUES IN INCHES, = 4/ Fe ge BOA patra = 71882 Ye WHERE: E = YOUNG'S MODULUS = 4x 10° PSI k = SUBGRADE MODULUS, LBJIN? d= RIGID-PAVEMENT THICKNESS, IN. = POISSON'S RATIO = 0.15 (IN) k= 75 K= 100 k= 150 k= 200 k= 250 k= 300 k= 950 k= 400 k= 500 k- 550 60 3148 290 2647 2463. 2530 2226 2142 2072 1959 1919 65 9343 3111 28.11 2616 24.74 2368 22.74 2200 2080 203% 70 35.34 3289 2972 2765 2615 2499 2604 2325 2199 2147 75 9722 3463 3129 2912 2754 26.92 25.92 2449 23.16 22.64 80 3906 3635 3285 9057 2691 2762 2658 25.70 24a 29:74 BS 4088 3808 3437 3199 30.25 2891 2781 2690 2544 24.84 90 4267 99.71 9588 3339 3158 30.17 29.03 28.08 26.55 28.99 95 4443 41.35 9738 34.77 3289 31.42 90.23 2924 27.65 27.00 100 46.18 42.97 9883 96.14 34.17 92.65 91.42 9039 26.74 28.08 105 4790 4457 4028 3748 3545 3387 3259 31.52 2081 29.11 10 4960 4616 4171 3881 38.71 3507 3378 264 3087 30.14 115 51.28 47.72 4312 40.13 37.95 96.26 9489 93.74 31.91 31.16 120 $294 4927 4452 4143 39.18 37.44 3602 3484 9295 9217 125 5459 5080 4590 4272 4040 3860 37.14 3592 3397 33.17 130 $622 5232 4727 4399 4161 30.75 38.25 36.99 3499 36.16 135 5783 5982 4863 4526 42.80 4089 39.95 38.06 3599 35.14 140 5943 9521 4998 465) 4998 4202 40.44 3011 96.99 96.12 1456102 56.78 5131 4775 4516 43.15 4151 4015 3797 37.08, 180 6259 58.25 5263 4898 46.32 44.26 4258 4119 38.95 38.03. 185 6415 5970 5294 5020 4747 4596 43.66 4221 3992 38.98 160 6569 6113 $524 S141 4862 4645 44.70 43239 40.88 39.02 185 67.23 6256 56.59 52.61 49.75 47.54 4574 4624 4184 40.85, 170 6875 63.98 5781 8380 5088 4861 4677 4524 4278 41.78 175 7028 6538 5948 54.98 52.00 49.68 47.80 46.23 4372 4270 180 71.76 8678 6035 56.16 53.11 50.78 4862 47.22 4466 49.61 190 7473 5954 6284 5648 5531 5284 5084 4917 4651 4541 200 (7768 7227 6530 6077 S747 54.92 5284 5110 4899 4719 210 8055 74.97 67.74 63.04 5962 5695 5481 5301 50.19 48.95 220 8341 7783 7014 6528 61.73 5898 5675 5489 51.91 50.69 290 86.24 00.26 72.52 6749 6383 6098 5868 56.75 5367 S241 260 89.04 8288 74.87 6968 65.90 6295 6058 S859 S541 54.11 250 9181 8544 7.20 7184 67.95 64.92 6246 6041 S714 85.79 7.8.1 RADIUS OF RELATIVE STIFFNESS (REFERENCE: PORTLAND CEMENT ASSOCIATION) D6-58324 ‘APRIL 1985, 17(NOV) B3BWINN NOLWOISISS1O GYOT 44.008 06 08 oz 09 os (LNoUoas 338) VSO ONIGNVT NIV NO LHOIaM it erring? van anouaossy Ovo wane oan ae asec Nes eI LO evans 2 ( ssan4siis 3AUYT3Y 40 SnigvE (sua13WUN30) 091 ori _ct__001__o8_oz_ 09s ‘SHON! ost (Maron v2" 3d 194 AY INVLSNOO SENSE * {Wd 06 1280S ‘ld 62 LIX6y ‘td 92 LL*6P—SIULL + 'S3LON MODELS 727-100, -100C, -200 AT 153,000 TO 179,400 LB (69,400 TO 81,400 KG) MTW AND 727-200 AT 191,000 TO 21 2g s ¢ a 5 223 _ dee 26 ay gi See a3 ge 838 34a ig G88 a | ge gsé S1.¢2 Era Sm Gea je £ gs He g ERs vunosso qe 8 8 IWNINIXY 7 000'0K2) gg, sy a 90 L4V NNINIXYWN Ly VOT ++} a sven a a ET ee . og * : 2 g 7 ot e 2 D6-58324 ‘APRIL 1985, 18(8) ss3NJ4l1s 3AUWT34 JO SniavE (su3134N30) 0oz__0@1 ort, zi ooh oa ox _09_ os, (NOW W3WN NOUWOISISS¥70 a¥O1 S3HONI 00106 og oe op oso oe eo 09 ogy oe. 2 oe {o08'0H) 00°06 (oor'st) 0000 ov (oou'9s) —o00'szt! 05 {000's9) 00.081 09 (0ve'06) _ovorzzt! co oe a es H it 08 (rz Nouoas 338) | GHOIBM IXeL NOIS2G MNWIKYIN 3D ONION? 17 000'161) °0°9 1a FFF STEFEH 08 NIWA NO LHD; WOINIXWINY G¥OT Ya on oyu’ Md "WANVN 3NOUGOUSY O¥OI NI NMOHS SGOHISW Ag O3AH3O SHY ‘SQVO1 133HM-STONIS INATVAINDS “3LON NIVN snaIssou WnnIXYN lost (QnOrO 1'01) Isa 8Pt JY LNVISNOO auNSSaHd + ud 08 1280S S3BIL © ‘S3L0N SONNOd 00's os (swvu901 000) QVO1 133HM-STONIS LNSTWAINO 7.8.3 RIGID PAVEMENT REQUIREMENTS—LCN CONVERSION MODEL 727-200 AT 183,000 TO 185,200 LB (83,000 TO 84,000 KG) MTW 119 APRIL 1985 D6-58324120 7.9 Rigid-Pavement Requirements: FAA Design Method ‘The following rigid-pavement design charts present the data of five incremental main-gear weights at a constant pressure of 167 ps In the example shown on the next page, the pavement flexural strength is shown at 700 psi, the subgrade strength is shown at k = 300, and the annual departure level is 6,000. For these conditions, the required rigid-pavement thickness for an airplane with a main gear load of 175,000 Ib is 14.6 in. ‘APRIL 1985, 1D6-58324‘SS3NMOIHL LNAW3Avd ISIE (susiaMUN30) ors 06S sos (noro») HLONSULS Tunas 7.9.1 RIGID PAVEMENT REQUIREMENTS—FAA METHOD MODEL 727 120 APRIL 1985 D6-583247.10 ACN/PCN Reporting System: Flexible and Rigid Pavements To determine the ACN of an aircraft on flexible or rigid pavement, both the aircraft gross weight and the subgrade strength category must be known. In the chart on 7.10.1, for example, for an aircraft gross weight of 160,000 Ib and medium subgrade strength, the ACN for flexible pavement is 39. Referring to 7.10.3 for the same gross weight and subgrade strength, the ACN for rigid pavement is 42. Note: An aircraft with an ACN equal to or less than the reported PCN can operate on the Pavement subject to any limitations on the tire pressure. (Ref.: Amendment 35 to ICAO Annex 14 Aerodromes, 7th Edition, June 1976). 122 APRIL 1985 D6-58324AHOIaM SSOUO aNVIdUIV {SAVEBOTDY 000°) M4 a HE €$6:01W NO HOM INOUE BNN ‘NOLLIGS HLL «'S3NOWO (Nov) H3GWNN NOUVOIISSW10 LVEOULY 7.10.1 AIRCRAFT CLASSIFICATION NUMBER—FLEXIBLE PAVEMENT—49x17 TIRES MODEL 727 123 APRIL 1985 D6-58324AHDIIM SSOUD NY TdHIY (swyw501D4 000's) Tot (worm #211) isd 291 Jv LNVISNOO auNSSaHd + Wd O€ 12x05—S3UIL + SBLON (Nov) Y3EWNN NOUWOIISSY10 LIVHOUIY 7.10.2 AIRCRAFT CLASSIFICATION NUMBER—FLEXIBLE PAVEMENT—50x21 TIRES MODEL 727 D6-58324 ‘APRIL 1985 124AHOIM SsuD SNYTdIY {SwveD01D4 000'1) on 06 08 oe 09 os ov ‘SONNOd 00's HH € ‘96 ‘OTN NO LHDEIM LN3OUSd © — “2461 SNA NOUIO3 HZ .'S3NOHO (qntovo>i 1°01) Is Bb1 Av INVISNOO BuNgSaud + We 82 £I%6y ‘ud 82 LIX6/—S3ULL * “SLON (NOV) HABWNN NOLWOISISSVTIO LAVEOUTY 7.10.3 AIRCRAFT CLASSIFICATION NUMBER—RIGID PAVEMENT—49x17 TIRES, MODEL 727 125 ‘APRIL 1985 D6-58324AHDISM SSOUD SNYTAHIY (SWvEDOTH 000'1) (QWo/O> #211) Is 291 JY LNWLSNOO SUNSSSHd © ‘d0€ 12405 — S3ULL + 'S3LON (Nov) W3GWNN NOUWOIISSV70 LIVEOUIY 7.10.4 AIRCRAFT CLASSIFICATION NUMBER—RIGID PAVEMENT—50x21 TIRES MODEL 727 D6-58324 APRIL 1985, 1267.10.5 Development of ACN Charts ‘The ACN charts for flexible and rigid pavements were developed by methods referenced in Amendment 35 to ICAO Annex 14. The procedures used to develop these charts are also described below. ‘The following procedure is used to develop the flexible-pavement ACN charts: Determine the percentage of weight on the main gear to be used in steps 2, 3, and 4 below. It is the maximum aft center of gravity position that yields the critical loading on the critical gear (see Section 7.4). This center of gravity position is used to determine the main-gear loads at all gross weights of the model being considered. Establish a flexible-pavement requirements chart using the S-77-1 design method, such as shown on the right-hand side of the chart (7.10.6). Use standard subgrade strengths of CBR 3, 6, 10, and 15 at 10,000 coverages. This chart provides the same thickness values as those of section 7.5, but is presented here in a different format. Determine reference thickness values from the pavement requirements chart of step 2 for each standard subgrade strength and gear loading. Enter the reference thickness values into the ACN flexible-pavement conversion chart shown on the left-hand side of the chart to determine ACN. This chart was developed using the S-77-1 design method with a single tire inflated to 180 psi (1.25 MPa) pressure and 10,000 coverages. The ACN is two times the derived single-wheel load expressed in thousands of kilograms. These values of ACN are then plotted as a function of aircraft gross weight, as shown on 7.10.1 and 7.10.2. D6-58324 APRIL 1985 127Go ‘HLONaLLS Javuans s a 9 s ‘SC.1NaNQNAAY ‘YLXGNNY OVO! 20NauaITH GOHIaH NoIsaa1-us Ht S30¥E3AOO 00°01, | LUVHO SINAWSHINOSH ANaM/wa TENN -LMVHO NOISHSIANOD ANSWaMWvd 378074 NOV ‘saHoNI ‘SSANNOIHL SONSUAIaY a (zNou938 339) 1 gv ONIGNYT NIV NO LHOKaM HH sO Cy ca sb a GNovON #2°41) 18d 291 JY LNVESNOO BENSSaEd © (Nov) HaSWNN NOLWOIJISSVTO LIVHOuIY 1d 06 1280S—S3ULL + :S3L0N 7.10.6 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN), FLEXIBLE PAVEMENT MODEL 727 D6-58324 APRIL 1985, 128The following procedure is used to develop the rigid-pavement ACN charts: 1. Determine the percentage of weight on the main gear to be used in steps, 2, 3 and 4 below. It is the maximum aft center of gravity position that yields the critical loading on the critical gear (see Section 7.4). This center of gravity position is used to determine main-gear loads at all gross weights of the model being considered 2. Establish a rigid-pavement requirements chart using the PCA computer program PDILB, such as shown on the right-hand side of the chart (7.10.7). Use standard subgrade strengths of k = 75, 150, 300, and $50 pci — nominal values for K = 20, 40, 80, and 150 MN/m?, respectively. This chart provides the same thickness values of those in Section 7.7. 3. Determine reference thickness values from the pavement requirements chart of step 2 for each standard subgrade strength and gear loading at 400 psi working stress (nominal value for 2.75 MPa working stress). 4, Enter the reference thickness values into the ACN rigid-pavement conversion chart shown on the left-hand side of the chart to determine ACN. This chart was developed using the PCA Computer program PDILB with a single tire inflated to 180 psi (1.25 MPa) pressure and a working stress of 400 psi. The ACN is two times the derived single-wheel load expressed in thousands of kilograms. These values of ACN are then plotted as a function for aircraft gross weight, as shown on 7.10.3 and 7.10.4. 1D6-58324 APRIL 1905 129ISd 'SS3ULS ONDOM 378VMOTIY ‘S3HONI ‘SS3NMOIHL SONSUaIaY ab RIGID PAVEMENT (acN), D6-58324 Pe ili al ee eee (how) w3@NnN NoMWOLISSYT LavEoUIY s0e 12002 -S3UL = 'S3L0N MODEL 727 7.10.7 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER APRIL 1985 130AHOIaM SSOUD aNVTdUI (swvw01 000") on ‘SQNNOd 000" F ++ NIKLIM Gatuva 38 AYN auNSSald SUL + t /BYLL HO4 C3GN3WNOO3Y LHI nore’) SUNSSSUd NOUWTANI SUL 7.11.1 TIRE INFLATION CHART (VARIABLE PRESSURE)—49x17 TIRES MODEL 727 BI APRIL 1985 D6-58324AHDISM SSOWD 3NVIduIV (swywoo1 00's) oe a ‘SaNNOd 0900's NIHLM G3IUvA 38 AV SUNSSSEd Sul BULL HO4 GGNAWNCOSH HOM SSOUD WMWDXYH Jy BIYNINUAL S3AUNO + ‘SBUNSSIUd 3ULL G3aVOT + “| . 'SRION nore») SUNSS3ud NOUW TIN! SUL ESSURE)—50x21 TIRES 7.11.2 TIRE INFLATION CHART (VARIABLE PRI MODEL 727 D6-58324 APRIL 1985, 1328.0 FUTURE 727 DERIVATIVE AIRPLANES D6-58324 Decemsen 1972 1338.0 FUTURE 727 DERIVATIVE AIRPLANES, No additional versions of the 727 airplane are currently planned. However, all products are continually evaluated for possible modifications with the potential of leading to new derivative models tailored to meet specific new airline requirements. The current 727-200 represents an increase in body length and a significant increase in ‘maximum gross weight, meeting airline requirements that have materialized some time after introduction of the basic airplane. 134 sune 1972 1D6-583249.0 SCALED 727 DRAWINGS 1D6-58324 DECEMBER 1972 135‘THIS PAGE INTENTIONALLY LEFT BLANK 136 suNe 1978 D6-58324LEGEND ‘AIR CONDITIONING CARGO DOOR ELECTRICAL FUEL GALLEY DOOR HYDRAULIC CONNECTION POTABLE WATER, LAVATORY MAIN-DECK CARGO DOOR (-100C} MAIN LANDING GEAR NOSE GEAR. OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR NOTE: FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, 8 5 xvozzerzrommo ozgs o > SCALED DRAWING-1 IN. = 32 FT MODELS 727-100, -100C D6-58324 JUNE 1078 137‘THIS PAGE INTENTIONALLY LEFT BLANK 138° June 1978 1D6-58324LEGEND ‘AIR CONDITIONING CARGO DOOR ELECTRICAL FUEL GALLEY DOOR HYDRAULIC CONNECTION 120 POTABLE WATER LAVATORY MAIN-DECK CARGO DOOR (.100¢) LG MAIN LANDING GEAR IG NOSE GEAR OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR, NOTE: FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, xvozzerzranmopy 5 SCALED DRAWING—1 IN. = 50 FT MODELS 727-100, -100C 1D6-58324 JUNE 197 139)THIS PAGE INTENTIONALLY LEFT BLANK, 140. sue 1978 16-58324LEGEND ‘AIR CONDITIONING ‘CARGO DOOR ELECTRICAL FUEL GALLEY DOOR HYDRAULIC CONNECTION 190 POTABLE WATER LAVATORY MAIN.DECK CARGO DOOR (-100¢’ LG MAIN LANDING GEAR IG NOSE GEAR OXYGEN. PNEUMATIC (AIR START) PASSENGER DOOR NOTE: FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, xVPOZzZErzrammOD SCALED DRAWING—1 IN. = 100 FT MODELS 727-100, -100C 1D6-58324 JUNE 1978141‘THIS PAGE INTENTIONALLY LEFT BLANK 142 sune 1978 D6-58324SCALED DRAWING—1 TO 500 MODELS 727-100, -100C LEGEND ‘AIR CONDITIONING CARGO DOOR ELECTRICAL FUEL GALLEY DOOR HYDRAULIC CONNECTION POTABLE WATER LAVATORY MAIN-DECK CARGO DOOR (-100C) MAIN LANDING GEAR, NOSE GEAR OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, D6-58324 JUNE 1978 143144 THIS PAGE INTENTIONALLY LEFT BLANK 1D6-58324LEGEND ‘AIR CONDITIONING. CARGO DOOR ELECTRICAL, FUEL GALLEY DOOR HYDRAULIC CONNECTION 20 POTABLE WATER LAVATORY MAIN-DECK CARGO DOOR (.100¢) MAIN LANDING GEAR NOSE GEAR. OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR, FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59. & xPOzEErEZONMOD z & a SCALED DRAWING-1 TO 1,000 MODELS 727-100, -100C D6-58324 JUNE 1978 145THIS PAGE INTENTIONALLY LEFT BLANK 146 D6-58324LEGEND ‘A AIR CONDITIONING 8 BULK CARGO DOOR © CARGO DOOR — ELECTRICAL Fo FUEL G GALLEY DooR H HYDRAULIC CONNECTION HO POTABLE WATER L” LAVATORY MLG MAIN LANDING GEAR NG NOSE GEAR 0 OXYGEN Pe PNEUMATIC (AIR START) X PASSENGER DOOR NOTE: FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, SCALED DRAWING~11N. = 32 FT MODEL 727-200 D6-58324 June 1978-147THIS PAGE INTENTIONALLY LEFT BLANK 148, D6-58324LEGEND ‘A AIR CONDITIONING 8 BULK CARGO DOOR © CARGO DOOR E ELECTRICAL F FUEL G GALLEY D00R H HYDRAULIC CONNECTION H20 POTABLE WATER L LAVATORY MLG MAIN LANDING GEAR NG NOSE GEAR 0 OXYGEN P PNEUMATIC (AIR START) X PASSENGER DOOR NOTE: FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, SCALED DRAWING-1 IN. = 50 FT MODEL 727-200 D6-58324 JUNE 1978 149THIS PAGE INTENTIONALLY LEFT BLANK 150 1D6-58324SCALED DRAWING—1 IN. MODEL 727-200 LEGEND ‘AIR CONDITIONING BULK CARGO DOOR CARGO DOOR ELECTRICAL FUEL GALLEY DOOR HYDRAULIC CONNECTION POTABLE WATER, LAVATORY MAIN LANDING GEAR NOSE GEAR. OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR, FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59, 00 FT D6-58324 June 1978 151‘THIS PAGE INTENTIONALLY LEFT BLANK 152 D6-58324SCALED DRAWING—1 TO 500 MODEL 727-200 LEGEND ‘AIR CONDITIONING: BULK CARGO DOOR CARGO DOOR ELECTRICAL FUEL GALLEY D00R HYDRAULIC CONNECTION POTABLE WATER: LAVATORY MAIN LANDING GEAR NOSE GEAR. OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR, FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59. D6-58324 JUNE 1978153‘THIS PAGE INTENTIONALLY LEFT BLANK 154 D6-58324SCALED DRAWING~1 TO 1,000 MODEL 727-200 LEGEND ‘AIR CONDITIONING BULK CARGO DOOR CARGO DOOR ELECTRICAL FUEL GALLEY DOOR HYDRAULIC CONNECTION POTABLE WATER, LAVATORY MAIN LANDING GEAR NOSE GEAR, OXYGEN PNEUMATIC (AIR START) PASSENGER DOOR FOR TURNING RADIUS DATA SEE PAGES 57 THRU 59. 1D6-58324 JUNE 1978 155THIS PAGE INTENTIONALLY LEFT BLANK 156 D6-58324

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