N2688Z, named "Ana Carolina", saw service in the 90's with Charter America and was operated on USPS contract routes. She was a regular at KDEN, making a nightly departure as an "emergency air taxi" to pick up any left over mail from the day. It was apparently the last -100C built.
Interestingly, on two separate occasions in KDEN the jet had a pax window blow out. The first time before departure which only created a pressurization problem. The second (not long after), while descending into KDEN, a window blew out and was ingested into the #3 engine creating two emergencies at once! (I still have one of the twisted compressor blades) It sat for a little while on the DEN cargo ramp while repairs were made and an Evergreen DC9-15 was chartered to pick up the slack.
Post by aerofoto - HJG Admin on Mar 7, 2013 20:41:03 GMT
Do you have any idea why they did it that way?
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.
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
Hey, I learned something new today! I knew about the airline codes for Boeing, but I've always just heard them referred to (and referred to them) as 100s or 200s. It wasn't until I was posting the paint request for this jet that I noticed the -100C referred to as a -44C. Now I know why! So, according to the code, this jet started out with South African Airways.
I think it would make a cool and unique addition to the HJG fleet!
Post by aerofoto - HJG Admin on Mar 8, 2013 5:07:25 GMT
So, according to the code, this jet started out with South African Airways
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.
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".