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Post by swanyone on Feb 15, 2013 18:09:52 GMT
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Post by darrenvox on Mar 7, 2013 7:27:09 GMT
that aircraft looks very bemused. 727 never had a 400 variant, at least to my knowlege, looks more like a 727SP type thing, much shorter than ive ever seen
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Post by swanyone on Mar 7, 2013 8:19:38 GMT
It's technically a -100C. 727-100 aircraft had a shorter fuselage and an oval #2 engine inlet. For some reason, Boeing chose to label them without the full -100 (ie: 727-44C instead of 727-144C).
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Post by Klaus Hullermann on Mar 7, 2013 12:26:16 GMT
The original 727 numbering-system didn't have the three digits after the dash. Only the two-digit-manufacturer-code.
The three digits after the dash were first applied on the 200 series of the 727.
Klaus
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Post by swanyone on Mar 7, 2013 19:31:56 GMT
Klaus, thanks for the info! Do you have any idea why they did it that way?
Terry
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Post by swanyone on Mar 7, 2013 19:39:30 GMT
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Post by Klaus Hullermann on Mar 7, 2013 20:15:48 GMT
I think Boeing did this to differ the longer 200 series from the original shorter "100" series (there was never been a designated 100 series for the 727 as far as I know).
But perhaps the Aviation experts can give us further details about naming of the different 727 series.
Klaus
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Post by aerofoto - HJG Admin on Mar 7, 2013 20:41:03 GMT
It's actually a Boeing system of aircraft type/customer iD As KLAUSFLY1981 states .... The 3-digit code was applied later during B727 production whereas it was originally just a 2-digit code .... as it was also for the B720 too. The 2-digit code generally relates to the Boeing customer number/designator/ID for whom any aircraft was first built. For example .... a B727-100 type aircraft first built for AMERICAN AIRLINES became known as a B727-023 (or even B727-23) .... the number "23" being the Boeing customer designator/ID for AMERICAN AIRLINES. Similarly .... a B727-200 first built for AMERICAN AIRLINES then became known as a B727-223 (or B727-223 ADV if it were an "ADVANCED" aircraft version). A letter "C" following any 2 or 3-digit code generally denoted an aircraft of freight carrying or convertible capability (usually fitted with a port side forward fuselage maideck cargo door).... although in the case of "some" pure freight configured aircraft these supported "F" designations. These specific/individual Boeing aircraft type/customer designators then remain with a particular aircraft right throughout its entire operational career .... AND .... are also then similarly applied to all other Boeing aircraft type purchases made by the same airline/customer .... which then results in the following aircraft type/customer codings .... B707-123 B707-323 B707-323B B707-323C B720-023 B737-223 B747-123 B757-223 B767-223 B767-323 B777-223 .... etc and all for AMERICAN AIRLINES !!!! Aircraft manufactures like Douglas/McDonnell-Douglas never used such customer/aircraft type based ID's .... preferring, instead, designations based on the specific class/model of aircraft (generally determined by the aircraft engine type and weight carrying capacity) within each aircraft family group. For example DC8-31 DC8-32 DC8-33 DC8-41 DC8-42 DC8-43 DC8-51 DC8-52 DC8-53 DC8-54 DC8-55 .... etc and just for the early DC8's since a sklightly different system was aplied to 60 SERIES aircraft. Getting back to the B727's though .... By the time B727-200 production commenced these aircraft type suffixes were changed to 3-digit designators (only in regard to those aircraft produced following implementing of the change in the case of B727-100's .... whereas earlier production -100 aircraft retained their original 2-digit designators) ..... "possibly" to more clearly differentiate between aircraft type models "I suppose"  .... and which then also saw implementation of the number "1" prefix which referred to series "100" type B727 models .... and the number "2" prefix which referred to series "200" type B727 models .... each then being followed by their sprecific 2-digit Boeing customer/designator for each individual airrline. That's the best I can explain for you  Mark C AKL/nZ |
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Post by garryrussell on Mar 7, 2013 22:50:17 GMT
I think he just meant why did Boeing only use -44 instead of -144
The 747 was like that at first the BOAC were for example-36 but when the 747B became the 200 they re designated the 100 to three digit. The 200 kept the B being a 200B for the basic pax version and some 100 were built with some of the later features as 100B..Iran air 168B for example.
The only Boeing to use two digit apart from the 727 were the 747 SR and 747SP..SR-81, SP-44 for example.
The 200 747 was a fairly early addition and few if any were in service before the change was made.
When the 727 was introduced the they were just Boeing 727 and so had a 2 digit. When the -200 came out a fair bit later, the existing allocations remained as in -44. A few new allocations for customer numbers in for 100's did have 1** designations.
So it was probably just because the two digits had been in service for quite some time that the re designation was not made. A two digit 727 is always assumed to be a -100
The other oddity was the 720 that took a series as if it was in the 707 set as series "0" So Pan AM for example..Boeing 720-021, Boeing 707-121, Boeing 707-321
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Post by swanyone on Mar 8, 2013 2:32:07 GMT
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Post by aerofoto - HJG Admin on Mar 8, 2013 5:07:25 GMT
CORRECTO !!!!  And .... as I mentioned above .... that customer Id number will then remain with that/any Boeing type aircraft for the remainder of its operational life. As aircraft are often later/eventually sold-on/traded and then enter service with other carriers .... it's not uncommon/unusual to find some odd-ball listings .... due to "and airline" acquiring an/some aircraft originally built for "another airline". This was particularly true of the AIR NEW ZEALAND B737-200 ADV fleet during the 1990's .... where those aircraft built for NZNAC and then inherited by AIR NEW ZEALAND (after the 1977 merger between the both airlines) .... or those aircraft later built for AIR NEW ZEALAND specifically during the 1970's and 1980's .... were all B737-219's and 219 ADV's .... "19" being the Boeing/NZNAC customer designator which was then inherited by AIR NEW ZEALAND after the merger. BUT LATER ON .... during the 1990's .... AIR NEW ZEALAND also began acquiring more B737-200 ADV's from other airlines around the world .... such as BRITANNIA AIRWAYS ... and which resulted in B737-204 ADV (etc) aircraft being listed among the airlines fleet inventory. Mark C AKL/NZ |
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Post by christrott on Mar 8, 2013 17:18:44 GMT
One of the reasons the customer codes are retained is simple - there are structural considerations made and panel designs differ between the different customer codes. As such, some items on the repair manual only apply to certain customer codes. These changes are minor, but by regulation, have to be specifically stated and dealt with. Most of the structural considerations are related to placement of the galley(s) and lavatories, but there can be some local strengthening done for certain fixed bulkheads or seating types installed that are not 100% the same from airplane to airplane. I have seen airplanes have their model numbers changed however. When FedEx started converting some of their 3rd party 727-200F's to 727-200F(RE)'s, they standardized the internal structure and panels. As such, almost all of them came out of conversion as 727-2S2F(RE) (with S2 being FedEx's customer code). This resulted in them having the 12 727-200F's they received originally from Boeing, plus their 11 "Super '27's".
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Post by Tony Madge - HJG on Feb 2, 2022 19:19:17 GMT
This one was so far back in the cupboard I had to dust it off It is now done and will be shortly previewed when I get to the main PC |
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.... and which then also saw implementation of the number "1" prefix which referred to series "100" type B727 models .... and the number "2" prefix which referred to series "200" type B727 models .... each then being followed by their sprecific 2-digit Boeing customer/designator for each individual airrline. 
