B727 PANELS INSTALLATION & HANDLING NOTES

[aerofoto - HJG Admin]

B727 PANELS INSTALLATION & HANDLING NOTES # 1


UPDATED: May 10th 2020.





1.00: "HJG B727 PROJECT INFORMATION".

We are grateful to Erick CANTU/VISTALINERS for modeling the B727 SERIES of aircraft .... and to Paul HAAK for modifying these models for us.

We are also grateful to Richard PROBST for allowing HJG to host, and modify, his original B727 panel according to our own requirements .... and we are additionally grateful to George CARTY for his dedication to improve this panel for use with the HJG hosted VISTALINER B727 SERIES models.

Other authors whom must also be acknowledged for their invaluable contributions to this B727 project are ....

- Mark CRANSTON
- Paul HAAK
- Mike MONCE
- Benoit PLAMONDON

"THANK YOU" everyone


1.01: "INTRODUCTION".

It is important to appreciate there is no such thing as a standard B727 aircraft. B727 aircraft differ in terms of their size, engine power ratings, and certified weights, and other post production aerodynamic modifications.

Most previously released B727 simulations focus on just a number of specific engine and weight related configurations for each class of B727 aircraft. The B727 flight line offered by HJG represent each of the most common production versions, as well as some of the most major post production modifications applied to this aircraft family.

PLEASE NOTE: HJG B727 AIRCRAFT BASE PACKS, AND SMOKE EFFECTS, ARE FS2004 COMPATIBLE AND FSX PORTABLE.

ALL INSTALLATION PROCEDURES DRAFTED WITHIN THESE NOTES ARE FS2004 SPECIFIC. FSX USERS MUST REFER TO THE "FSX" SPECIFIC INSTALLATION INSTRUCTIONS WHICH ACCOMPANY EACH FILE.

PLEASE NOTE ALSO: THESE B727 PANELS MAY NOT WORK AS INTENDED IF USED WITH NON-HJG SUPPLIED B727 MODEL AND FDE COMBINATIONS.


1.02: "HJG B727-200 PROJECT DESCRIPTION".

The HJG B727 project is composed of each of the following essential elements ....

- Aircraft Base Pack files
- Aircraft Panels and Panel Gauges/Core Files
- Aircraft Textures
- Smoke Effects
- Sound packs


1.03: "B727-100 & -200 SERIES AIRCRAFT GROUPS".

The HJG B727 project is composed of each of the following major aircraft groups ....

- B727-100 (early production - pre-1967)
- B727-100 (late production - post-1967)
- B727-100C (convertible freighter)
- B727-100F (pure freighter conversion)
- B727-100QC (quick change/convertible freighter)
- B727-100QC/IGW (late production high gross weight)

PLEASE NOTE: Pre and post 1967 "EARLY" and "LATE" production references for the B727-100 (only) are not BOEING aircraft type nomenclature and are "approximate" and used for reasons of "convenience" only .... to differentiate between power and aircraft weight aspecifications, but, are otherwise "acceptably authentic" and in accordance with official production records.

- B727-200 (early production - pre-1972)
- B727-200 ADVANCED
- B727-200 ADV RE SUPER 27
- B727-200F (freighter conversion of early production aircraft)
- B727-200F ADVANCED (freighter conversion)
- B727-200F ADV RE SUPER 27 (freighter conversion)


1.04: "B727-100 SERIES V1.0 WEIGHT/LOAD CONFIGURATION/ENGINE TYPE & THRUST DESCRIPTIONS".

The HJG B727 project is composed of each of the following major aircraft/engine type weight configurations ....

- B727-100 (Early) P&W JT8D-7 engines 14,000 LBS thrust - MGTOW 160,000 LBS - PAX configuration
- B727-100 (Late) P&W JT8D-9 engines 14,500 LBS thrust - MGTOW 169,000 LBS - PAX configuration
- B727-100C/F/QC P&W JT8D-9 engines 14,500 LBS thrust - MGTOW 169,000 LBS - freight configuration
- B727-100QC IGW P&W JT8D-9 engines 14,500 LBS thrust - MGTOW 178,000 LBS - freight configuration

PLEASE NOTE: Different aircraft weight and engine thrust configurations result in performance variations.


1.05: "B727-200 SERIES V2.0 WEIGHT/LOAD CONFIGURATION/ENGINE TYPE & THRUST DESCRIPTIONS".

- B727-200 P&W JT8D-7 14,000 LBS thrust - MGTOW 184,800 LBS - PAX configuration
- B727-200 P&W JT8D-9 14,500 LBS thrust - MGTOW 184,800 LBS - PAX configuration
- B727-200F P&W JT8D-7 14,000 LBS thrust - MGTOW 184,800 LBS - Freighter configuration
- B727-200F P&W JT8D-9 14,500 LBS engine thrust - MGTOW 184,800 LBS - Freighter configuration
- B727-200 ADV P&W JT8D-7 14,000 LBS thrust - MGTOW 184,800 LBS - PAX configuration
- B727-200 ADV P&W JT8D-9 14,500 LBS thrust - MGTOW 184,800 LBS - PAX configuration
- B727-200 ADV P&W JT8D-15 15,500 LBS thrust - MGTOW 190,500 LBS - PAX configuration
- B727-200 ADV P&W JT8D-17 16,000 LBS thrust - MGTOW 209,500 LBS - PAX configuration
- B727-200 ADV LEAPS P&W JT8D-17 16,000 LBS thrust - MGTOW 209,500 LBS - PAX configuration
- B727-200 ADV QW2 WL P&W JT8D-17 16,000 LBS thrust - MGTOW 209,500 LBS - PAX configuration
- B727-200 ADV WL P&W JT8D-17 16,000 LBS thrust - MGTOW 209,500 LBS - PAX configuration
- B727-200F ADV P&W JT8D-7 14,000 LBS thrust - MGTOW 184,800 LBS - Freighter configuration
- B727-200F ADV P&W JT8D-9 14,500 LBS thrust - MGTOW 184,800 LBS - Freighter configuration
- B727-200F ADV P&W JT8D-15 15,500 LBS thrust - MGTOW 190,500 LBS - Freighter configuration
- B727-200F ADV P&W JT8D-17 16,000 LBS thrust - MGTOW 209,500 LBS - Freighter configuration
- B727-200 ADV RE SUPER 27 P&W JT8D-17 & P&W JT8D-217 16,000 LBS & 20,000 LBS thrust - MGTOW 210,000 LBS - PAX configuration
- B727-200 ADV RE SUPER 27 LEAPS P&W JT8D-17 & P&W JT8D-217 16,000 LBS & 20,000 LBS thrust - MGTOW 210,000 LBS - PAX configuration
- B727-200 ADV RE SUPER 27 WL P&W JT8D-17 & P&W JT8D-217 16,000 LBS & 20,000 LBS thrust - MGTOW 210,000 LBS - PAX configuration
- B727-200F ADV RE SUPER 27 P&W JT8D-17 & P&W JT8D-217 16,000 LBS & 20,000 LBS thrust - MGTOW 210,000 LBS - Freighter configuration
- B727-200F ADV RE SUPER 27 WL P&W JT8D-17 & P&W JT8D-217 16,000 LBS & 20,000 LBS thrust - MGTOW 210,000 LBS - Freighter configuration

PLEASE NOTE: Different aircraft weight and engine thrust configurations result in performance variations.

PLEASE NOTE ALSO: LEAPS and QW2 aircraft subjects feature a maximum FLAP 25 detente .... only when used with their corresponding HJG supplied LEAPS & QW2 panel options.

PLEASE NOTE ADDITIONALLY: WL featured aircraft subjects reflect reduced drag/fuel burn performance.


1.06: "AIRCRAFT/ENGINE TYPE PANELS & FEATURES".

The HJG B727 project is composed of each of the following major aircraft panel configurations ....

- B727-100 early panel - (P&W JT8D-7 .... non-INS/AT equipped)


- B727-100 late panel - (P&W JT8D-9 .... non-INS/AT equipped)


- B727-200 panel (P&W JT8D-7 .... INS equipped)


- B727-200 panel (P&W JT8D-9 .... INS equipped)


- B727-200 ADV panel (P&W JT8D-7 .... INS/AT equipped)


- B727-200 ADV panel (P&W JT8D-9 .... INS/AT equipped)


- B727-200 ADV panel (P&W JT8D-15 .... INS/AT equipped)


- B727-200 ADV panel (P&W JT8D-17 .... INS/AT equipped)


- B727-200 ADV LEAPS & QW2 panel (P&W JT8D-17 .... INS/AT equipped, and FLAP 25 max detente)


- B727-200 ADV RE SUPER 27 panel (INS/AT equipped & number 1/3 engine TR´s only)


- B727-200 ADV RE SUPER 27 LEAPS panel (INS/AT equipped, FLAP 25 max detente, and number 1/3 engine TR´s only)



These panels may look similar, but, each differs in respect of being AT/non-AT or INS/non-INS equipped, thrust reverser configuration, maximum flap detentes .... and engine type gauges calibration. For these reasons each aircraft/engine type panel configuration must be used with the correct corresponding aircraft/engine type Aircraft Base Pack version or performance issues "WILL" result. SEE SECTION 1.12 (below) for the correct Aircraft Base Pack/Panel assignments.


1.07: "BOEING 727 MODEL REPRESENTATION".

The HJG B727 project is composed of each of the following major 3D aircraft model configurations ....

"B727-100 3D MODEL INVENTORY".

- B727-100 (early) - MODEL
- B727-100 (late) - MODEL
- B727-100C/F/QC - MODEL
- B727-100QC IGW - MODEL

PLEASE NOTE .... All HJG supplied B727-100 3D models are presently identical (hence their "MODEL" designations) but are being updated for future re-release.

B727-200 (early production)

- B727-200 NTL (JT8D-7/-9)
- B727-200 VHF (JT8D-7/-9)
- B727-200 TL (JT8D-7/-9)

B727-200F (early production/freighter conversion)

- B727-200F - NTL (JT8D-7/-9)
- B727-200F - TL (JT8D-7/-9)
- B727-200F - VHF (JT8D-7/-9)

B727-200 ADVANCED

- B727-200 ADV - HK2 NTL (JT8D-9/-17)
- B727-200 ADV - HK2 NTL ST (JT8D-15)
- B727-200 ADV - HK2 NTL WL (JT8D-17)
- B727-200 ADV - HK2 TL (JT8D-9/-17)
- B727-200 ADV - HK2 TL ST (JT8D-15)
- B727-200 ADV - HK2 TL WL (JT8D-17)
- B727-200 ADV - HK2 VHF (JT8D-9/-17)
- B727-200 ADV - HK2 VHF WL (JT8D-17)
- B727-200 ADV - HK2 VHF ST (JT8D-15)
- B727-200 ADV - HK3 NTL (JT8D-9/-17)
- B727-200 ADV - NTL (JT8D-7/-9/-17)
- B727-200 ADV - NTL ST (JT8D-15)
- B727-200 ADV - NTL (LEAPS JT8D-17)
- B727-200 ADV - NTL WL (JT8D-17)
- B727-200 ADV - NTL WL (QW2 JT8D-17)
- B727-200 ADV - VHF (JT8D-7/-9/-17)
- B727-200 ADV - VHF WL (JT8D-17)
- B727-200 ADV - VHF WL (QW2 JT8D-17)
- B727-200 ADV - VHF ST (JT8D-15)
- B727-200 ADV - TL (JT8D-7/-9/-17)
- B727-200 ADV - TL (LEAPS JT8D-17)
- B727-200 ADV - TL WL (QW2 JT8D-17)

B727-200 ADVANCED (freighter conversion)

- B727-200F ADV - HK2 NTL (JT8D-9/-17)
- B727-200F ADV - HK2 NTL ST (JT8D-15)
- B727-200F ADV - HK2 VHF (JT8D-9/-17)
- B727-200F ADV - HK2 VHF ST (JT8D-15)
- B727-200F ADV - HK3 NTL (JT8D-9/-17)
- B727-200F ADV - HK3 VHF (JT8D-9/-17)
- B727-200F ADV - HK4 NTL WL (JT8D-17)
- B727-200F ADV - HK4 VHF WL (JT8D-17)
- B727-200F ADV - HK4 TL WL (JT8D-17)
- B727-200F ADV - NTL (JT8D-7/-9/-17)
- B727-200F ADV - NTL (LEAPS JT8D-17)
- B727-200F ADV - NTL ST (JT8D-15)
- B727-200F ADV - VHF (JT8D-7/-9/-17)
- B727-200F ADV - VHF (LEAPS JT8D-17)
- B727-200F ADV - VHF ST (JT8D-15)
- B727-200F ADV - TL (JT8D-7/-9/-17)
- B727-200F ADV - TL ST (JT8D-15)

B727-200 ADVANCED RE SUPER 27

- B727-200 ADV RE SUPER 27 - NTL
- B727-200 ADV RE SUPER 27 - NTL (LEAPS)
- B727-200 ADV RE SUPER 27 - NTL WL
- B727-200 ADV RE SUPER 27 - VHF
- B727-200 ADV RE SUPER 27 - VHF WL

B727-200F ADVANCED RE SUPER 27

- B727-200F ADV RE SUPER 27 - NTL
- B727-200F ADV RE SUPER 27 - NTL WL
- B727-200F ADV RE SUPER 27 - VHF
- B727-200F ADV RE SUPER 27 - VHF WL

PLEASE NOTE: All B727-200 ADV RE SUPER 27 aircraft versions are represented with combined P&W JT8D-217 & JT8S-17 engine configurations.

"KEY TO ALL MODEL/AIRCRAFT BASE PACK DESIGNATIONS/SUFFIXES"

- HK2 = Hush Kit type 2 (FED EX version)


- HK3 - Hush Kit type 3 (RAISBECK version)


- HK4 = Hush Kit type 4


- LEAPS = Leading Edge Advanced Performance System


- NTL = no tail light


- QW2 = Quiet Wing Stage 2


- ST = engine strake equipped


- TL = tail light equipped


- VHF = VHF tail antennae equipped


- WL = winglet equipped


Any combination of the above-listed designations identifies the precise configuration of each individual 3D B727-200 model. Similar designations will be applied to each of the B727-100 model versions in the future.

"BOEING 727 MODEL ANIMATIONS"

All HJG supplied PAX version 3D B727-200 V2.0 models feature opening/animated ventral/rear fuselage air stairs and Door 1L forward fuselage exits with folding air stairs .... within the following range limitations.



All HJG supplied freighter/SCD version 3D B727-200 V2.0 models feature opening/animated ventral/rear fuselage air stairs and port side forward fuselage main deck cargo doors .... as well as opening/animated door 1L forward fuselage exits with folding air stairs.



All Door 1 forward fuselage exit folding air stairs, rear fuselage ventral air stairs, and port side forward fuselage main deck cargo door animations (B727-200 SCD subjects only), are controlled per "TAILHOOK, CONCORDE VISOR (EXTEND/RETRACT)", and "WINGFOLD" keyboard commands. These keyboard commands must be "manually assigned" within FS OPTIONS/CONTROLS/ASSIGNMENTS.

- SHIFT + E (open/close Door 1L)
- SHIFT + "CONCORDE VISOR FULLY EXTEND"/F6 (extend folding air stairs)
- SHIFT + "CONCORDE VISOR FULLY RETRACT"/F7 (retract folding air stairs)
- SHIFT + "WINGFOLD" commands (open/close ventral air stairs)
- SHIFT + "TAILHOOK" commands (open/close port side forward fuselage main deck cargo door on all B727-200 freighter/SCD model subjects only .... and starboard side lower forward fuselage cargo hatch on all B727-100 model subjects)

Failure to correctly assign these keyboard commands will result in these animations not functioning.

PLEASE NOTE: The "CONCORDE VISOR FULLY EXTEND/RETRACT" keyboard commands (to animate the folding air stairs at Door 1L) are based on "FS2004 assignments. This animation "cannot" work in FSX. The CONCORDE VISOR commands in FSX are based on a different combination of keyboard assignments .... which "are not" compatible with any of these B727-100/-200 3D models.

PLEASE NOTE ALSO: All HJG supplied PAX version 3D B727-100 V1.0 models feature opening/animated ventral/rear fuselage air stairs and Door 1L forward fuselage exits but no folding air stairs animations (that is how these models were supplied to us).

PLEASE NOTE ADDITIONALLY: All HJG supplied freighter/SCD version 3D B727-100 V1.0 models feature opening/animated ventral/rear fuselage air stairs and Door 1L forward fuselage exits but no folding air stairs or port side forward fuselage main deck cargo door animations.


1.08: "GENERAL INSTALLATION INFORMATION".

Installation of all HJG supplied B727 files is a very easy step-by-step process but should be completed strictly in accordance with the recommended installation procedures which accompany each file download or difficulties may result.

EACH OF THE B727 PANELS MUST BE USED WITH THE CORRECT AIRCRAFT BASE PACK VERSION OR PROBLEMS "WILL" RESULT.

IT IS STRONGLY RECOMMENDED THAT THE FOLLOWING AIRCRAFT BASE PACK/PANEL/SOUND PACK ASSIGNMENT NOTES BE STUDIED AND UNDERSTOOD PRIOR TO INSTALLING ANY OF THESE FILES. DOING THIS WILL AVOID MISUNDERSTANDINGS/PROBLEMS AND WILL BE PROMOTING OF GREATER OVERALL ENJOYMENT OF THESE SIMULATIONS.


1.09: "B727 AIRCRAFT BASE PACK INSTALLATION (default FS2004 only procedures)".

Each HJG supplied B727 Aircraft Base Pack file must be installed inside the FS2004 "AIRCRAFT" folder.

Each HJG supplied B727 Aircraft Base Pack file is composed the following essential elements ....

- MODEL (folder)
- PANEL (folder .... aliased to default MSFS B737-400 Panel)
- SOUND (folder .... aliased to default MSFS B737-400 Sound)
- AIRCRAFT.CFG (file)
- AIR.FILE (file)
- ADDITIONAL TEXTURES (folder .... containing 2 additional BMP files)
- INSTALLATION INSTRUCTIONS (document)
- HJG EULA (document)

Each individual B727-200 Aircraft Base Pack folder features a container entitled "ADDITIONAL TEXTURES". Inside this folder are 2 texture BMP files which are specific to the models contained within each base pack. Both of these new texture BMP files" must be copied & pasted inside each and every individual texture folder assigned to that particular base pack. These texture BMP´s detail the new air-stairs and/or winglet features associated with each new V2.0 B727-200 model.

All B727 Aircraft Base Pack files are available from the HJG "B727-100" and "B727-200" downloads pages.

PLEASE NOTE: Separate FS2004 and FSX specific AIRCRAFT.CFG FILES are contained within each HJG supplied B727 Aircraft Base Pack file.

PLEASE NOTE ALSO: The AIR.FILE data provided within each HJG supplied B727 Aircraft Base Pack file is dual FS2004 and FSX compatible.

PLEASE NOTE ADDITIONALLY: AIR.FILE data within each B727-200/F ADVANCED Aircraft Base Pack is identically named (in order to aid/simplify texture/FLTSIM.XX assignments) .... but .... the data contained within each Aircraft Base Pack "IS" different and specific to each aircraft/engine type configuration. This data should not be separated from each Aircraft Base Pack version. Failure to ensure this "WILL" impact the performance of each individual simulation.


1.10: "B727 PANEL INSTALLATION (default FS2004 only procedures)".

Each HJG supplied B727 Panel file should be installed inside the FS2004 "FSFSCONV" folder.

The FSFSCONV folder is located inside the FS2004 "AIRCRAFT" folder. This recommended installation procedure has been a standard HJG practice over many years past and results in more sensible (we believe) Panel/Aircraft Base Pack aliasing.

The PANEL.CFG file contained inside the default Panel folder supplied with each B727 Aircraft Base Pack file must be aliased to the FSFSCONV folder and the appropriate B727 aircraft type panel .... as per either of the following specimens ....


[fltsim]
alias=fsfsconv\panel.b727-100_early_jt8d-7_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-100_late_jt8d-9_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_early_jt8d-7_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_early_jt8d-9_v2

or ....

[fltsim]
alias=fsfsconv\b727-200_advanced_jt8d-7_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_advanced_jt8d-9_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_advanced_jt8d-15_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_advanced_jt8d-17_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_advanced_leaps_qw2_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_adv_super_27_v2

or ....

[fltsim]
alias=fsfsconv\panel.b727-200_adv_super_27_leaps_v2

It is recommended the above panel ALIAS= data (for each individual aircraft/panel engine type version) be "copied & pasted" directly to the default PANEL.CFG file of the corresponding aircraft/engine type in order to avoid potential for typographical errors that will result in these panels not displaying with the selected/installed simulation.

The entire contents (only) of the B727 Panel Gauges/Core Files "GAUGES" container (2X files) must be installed inside the FS2004 "GAUGES" folder.

The entire contents (only) of the B727 Panel Gauges/Core Files "SOUNDS" container (89 X WAV samples) must be installed inside the FS2004 "SOUND" folder (this is the "SOUND" folder inside the "FLIGHT SIMULATOR 9" folder directory and not the default Sound folder inside each aircraft base pack file).

All B727 panels are available from the "B727 PANELS" section of the HJG "BOEING PANELS" downloads page.

Failure to perform either of the above steps correctly "WILL" result in these B727 panels not working properly.

PLEASE NOTE: Use each B727-200 aircraft type/engine type base pack with the above recommended aircraft panel/engine type panel version or difficulties may result.

"B727-100 SERIES V1.0 AIRCRAFT BASE PACK/PANEL (V2.0) ASSIGNMENTS"

B727-100

- B727-100 early P&W JT8D-7 - use B727-100 (early) JT8D-7 panel
- B727-200 late P&W JT8D-7 - use B727-100 (late) JT8D-9 panel
- B727-100C/F/QC P&W JT8D-9 - use B727-100 (late) JT8D-9 panel
- B727-200 P&W JT8D-9 - use B727-100 (late) JT8D-9 panel

PLEASE NOTE: use each B727-100 aircraft type/engine type base pack with the above recommended aircraft type/engine type panel versions (unless otherwise specified) or difficulties may result.

"B727-200 SERIES V2.0 AIRCRAFT BASE PACK/PANEL ASSIGNMENTS"

B727-200 (early production)

- B727-200 P&W JT8D-7 VHF - use B727-200 JT8D-7 panel
- B727-200 P&W JT8D-7 TL - use B727-200 JT8D-7 panel
- B727-200 P&W JT8D-9 VHF - use B727-200 JT8D-9 panel
- B727-200 P&W JT8D-9 TL - use B727-200 JT8D-9 panel

B727-200F (early production/freighter conversion)

- B727-200F P&W JT8D-7 NTL VHF - use B727-200 JT8D-7 panel
- B727-200F P&W JT8D-7 TL - use B727-200 JT8D-7 panel
- B727-200F P&W JT8D-9 NTL VHF - use B727-200 JT8D-9 panel
- B727-200F P&W JT8D-9 TL - use B727-200 JT8D-9 panel

727-200 ADVANCED

- B727-200 ADV P&W JT8D-7 NTL VHF - use B727-200ADV JT8D-7 panel
- B727-200 ADV P&W JT8D-9 NTL VHF - use B727-200ADV JT8D-9 panel
- B727-200 ADV P&W JT8D-15 NTL VHF - use B727-200ADV JT8D-15 panel
- B727-200 ADV P&W JT8D-17 NTL VHF - use B727-200ADV JT8D-17 panel
- B727-200 ADV P&W JT8D-7 TL - use B727-200ADV JT8D-7 panel
- B727-200 ADV P&W JT8D-9 TL - use B727-200ADV JT8D-9 panel
- B727-200 ADV P&W JT8D-15 TL - use B727-200ADV JT8D-15 panel
- B727-200 ADV P&W JT8D-17 TL - use B727-200ADV JT8D-17 panel
- B727-200 ADV LEAPS P&W JT8D-17 NTL VHF - use B727-200ADV LEAPS/QW2 JT8D-17 panel
- B727-200 ADV LEAPS P&W JT8D-17 TL - use B727-200ADV LEAPS/QW2 JT8D-17 panel
- B727-200 ADV QW2 WL P&W JT8D-17 NTL VHF - use B727-200ADV LEAPS/QW2 JT8D-17 panel
- B727-200 ADV QW2 WL P&W JT8D-17 TL - use B727-200ADV LEAPS/QW2 JT8D-17 panel
- B727-200 ADV WL P&W JT8D-17 NTL VHF - use B727-200ADV JT8D-17 panel
- B727-200 ADV WL P&W JT8D-17 TL - use B727-200ADV JT8D-17 panel

B727-200 ADVANCED (freighter conversion)

- B727-200F ADV P&W JT8D-7 NTL VHF - use B727-200ADV JT8D-7 panel
- B727-200F ADV P&W JT8D-9 NTL VHF - use B727-200ADV JT8D-9 panel
- B727-200F ADV P&W JT8D-15 NTL VHF - use B727-200ADV JT8D-15 panel
- B727-200F ADV P&W JT8D-17 NTL VHF - use B727-200ADV JT8D-17 panel
- B727-200F ADV P&W JT8D-7 TL - use B727-200ADV JT8D-7 panel
- B727-200F ADV P&W JT8D-9 TL - use B727-200ADV JT8D-9 panel
- B727-200F ADV P&W JT8D-15 TL - use B727-200ADV JT8D-15 panel
- B727-200F ADV P&W JT8D-17 TL - use B727-200ADV JT8D-17 panel
- B727-200F ADV LEAPS P&W JT8D-17 NTL VHF
- B727-200F ADV WL P&W JT8D-17 NTL VHF - use B727-200ADV JT8D-17 panel
- B727-200F ADV WL P&W JT8D-17 TL VHF - use B727-200ADV JT8D-17 panel

B727-200 ADVANCED RE SUPER 27

- B727-200 ADV RE SUPER 27 LEAPS NTL - use B727-200 ADV LEAPS RE SUPER 27 panel
- B727-200 ADV RE SUPER 27 NTL VHF - use B727-200 ADV RE SUPER 27 panel
- B727-200 ADV RE SUPER 27 WL NTL VHF - use B727-200 ADV RE SUPER 27 panel

B727-200F ADVANCED RE SUPER 27

- B727-200F ADV RE SUPER 27 NTL VHF - use B727-200 ADV RE SUPER 27 panel
- B727-200F ADV RE SUPER 27 WL NTL VHF - use B727-200 ADV RE SUPER 27 panel

PLEASE NOTE: Use each B727-200 aircraft/engine type base pack with the above recommended B727-200 aircraft/engine type panel versions (unless otherwise specified) or difficulties may result.

All panels feature both main and landing panel view options ....





.... along with a suite of high-quality interior flight deck views .... in addition to a selection of sub-panel views which are activated/deactivates SHIFT (+ number) keyboard commands ....

- SHIFT 1 = activate/deactivate Main Panel (Landing Panel view must be closed)
- SHIFT 2 = activate/deactivate Landing Panel View (Main Panel view must be closed)
- SHIFT 3 = activate/deactivate Combined ADF1/2, Transponder, WX/INS sub panel
- SHIFT 4 = activate/deactivate Combined Radio Stack NAV1/2, COM1/2, and AP sub panel
- SHIFT 5 = activate/deactivate Panel and exterior lighting sub panel
- SHIFT 6 = activate/deactivate Center Pedestal sub panel
- SHIFT 7 = activate/deactivate Battery & DC Meter sub panel
- SHIFT 8 = activate/deactivate Fuel System sub panel
- SHIFT 9 = activate/deactivate Combined Nav Radios master switches, and Rudder Trim sub panel

A complete Overhead Panel sub panel is provided with each B727 panel and is activated using the "triangle shaped" sub panel selection icon located at the bottom left section of each Main Panel view .... and then deactivated again per clicking at the top right axis (X) of each Overhead Panel sub panel in order to return to the Main Panel view.

All B727 panels are available from the "B727 PANELS" section of the HJG "BOEING PANELS" downloads page.


1.11: "B727 SOUND PACKS INSTALLATION (default FS2004 only procedures)".

All HJG supplied B727 sound packs must be installed inside the recommended Aircraft Base Pack folder in order to ensure optimum audio playback quality. These sound packs are compiled in accordance with FDE data. These sound packs are intended to replace the default Sound folders (aliased to the MDFS B737 sounds) supplied with each B727 Aircraft Base Pack file.

3 distinctly different aircraft/engine type sound pack versions (compiled by Benoit PLAMONDON) have been customized for use with HJG supplied B727-100/-200 simulations as follows ....


- B727 P&W JT8D-7
- B727 P&W JT8D-17
- B727 P&W JT8D-217


PLEASE NOTE: P&W JT8D-9 and P&W JT8D-15 specific audio is not provided since there insufficient tonal difference exist between these engine types and what is provided, so, do not qualify for production.

PLEASE NOTE ALSO: Customized "AI (AI Traffic), "FD" (Flight Deck), and "WV" (Wing/Cabin View) specific versions of each soundpack are provided. These are described as follows ....


"AI"/AI TRAFFIC SPECIFIC SOUND PACKS: These particular sound pack versions are intended for use by those seeking high-quality audio for their AI B727 Traffic only. Separate "AI" labelled sound packs are compiled for each of the 3 B727 aircraft/engine types provided by HJG. These AI specific sound packs are intended for "FSX use only". Do not use these sound packs with UI/standard aircraft base pack files in either FSX or FS2004. Be sure to download and install the correct aircraft/engine type specific sound pack as prescribed below.

"FD"/FLIGHT DECK SPECIFIC SOUND PACKS: These particular sound pack versions are intended for use by those seeking high-quality audio based on what can be heard internally and from an exclusively "flight deck" perspective only .... whilst also featuring customized external audio too. What is heard on the flight deck is quite different from what is heard in the PAX cabin environment on any aircraft. For e.g .... using these particular sound packs one will be treated to the predominant sound of flight deck based avionics and wind friction noise in proportion to the simulations inflight acceleration but with much less audible engine noise .... and .... when selecting both flaps and landing gear one will hear the "click" of the associated levers along with the muffled "rumble" of the landing gear extension and the associated gear wind noise .... and a whole lot more. Separate "FD" labelled versions of these aircraft/engine type sound packs are provided for FSX and FS2004 specific use. Be sure to download and install the correct FS version and aircraft/engine type sound pack as prescribed below.

"WV"/WING VIEW/CABIN SPECIFIC SOUND PACKS: These sound packs are intended for use by those seeking high-quality audio based on what can be heard internally and from an exclusively "PAX cabin" perspective only.... whilst also featuring customized external audio too. What is heard in the PAX cabin environment is quite different to what is heard on the flight deck on any aircraft. For e.g .... using these particular sound packs one will be treated to the predominant sound of cabin air conditioning and a different type wind friction noise in proportion to the simulations inflight acceleration but with more audible engine noise .... and .... when selecting both flaps and landing gear one will hear the associated flap motors along with a different type of muffled "rumble" of the landing gear extension and gear wind noise .... and a whole lot more. Separate "WV" labelled versions of these aircraft/engine type sound packs are provided for FSX and FS2004 specific use. Be sure to download and install the correct FS version and aircraft/engine type specific sound pack as prescribed below.


PLEASE NOTE ADDITIONALLY: These sound packs may be used with non-HJG supplied B727 simulations, but, will not work properly "unless HJG compiled FDE (both the CFG and AIR.FILE data) is used with other simulations". Each of these sound packs are compiled on the basis of HJG supplied FDE parameters. HJG compiled FDE (CFG files principally) may require further editing in order become fully compatibility with other/non-HJG supplied B727 simulations. HJG "CANNOT", at this time, provide assistance/support for its files when used with non-HJG simulations.

All B727 sound packs are available from the "B727 SOUNDS" section of the "BOEING SOUNDS" downloads page.

RECOMMENDED FS AUDIO/SOUND SLIDER SETTINGS

These settings can vary according to both audio equipment and personal preference. For optimum playback quality the following FS2004 based OPTIONS/SETTINGS/SOUND based sliders positions are recommended for use with each of the 3 HJG hosted B727 sound packs ....


FS2004 VERSION SOUND PACKS

- "ENGINES" = 65%
- "cockpit = 30%
- "ENVIRONMENT" = 80%

FSX VERSION SOUND PACKS

- "ENGINES" = 70%
- "cockpit" = as required/preferred
- "ENVIRONMENT" = 100%


Experiment with the above recommended settings first and be prepared to adjust these in accordance with audio hardware capabilities and personal preference.


"B727-100 SERIES V1.0 BASE PACK/SOUND PACK ASSIGNMENTS"

- B727-100 (early) P&W JT8D-7 - use B727 P&W JT8D-7 sound pack
- B727-100 (late) P&W JT8D-7 - use B727 P&W JT8D-7 sound pack
- B727-100C/F/QC P&W JT8D-7 - use B727 P&W JT8D-7 sound pack
- B727-100QC/IGW P&W JT8D-7 - use B727 P&W JT8D-7sound pack

PLEASE NOTE: Use each B727-100 aircraft/engine type base pack version with the above recommended B727-100 sound pack version .... unless otherwise specified.

"B727-200 SERIES V2.0 BASE PACK/SOUND PACK ASSIGNMENTS"

BOEING 727-200 (early production)

- B727-200 P&W JT8D-7 VHF - use B727 P&W JT8D-7 sound pack
- B727-200 P&W JT8D-7 TL - use B727 P&W JT8D-7 sound pack
- B727-200 P&W JT8D-9 VHF - use B727 P&W JT8D-17 sound pack
- B727-200 P&W JT8D-9 TL - use B727 P&W JT8D-17 sound pack

BOEING 727-200 ADVANCED

- B727-200 ADV P&W JT8D-7 NTL VHF - use B727 P&W JT8D-7 sound pack
- B727-200 ADV P&W JT8D-9 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV P&W JT8D-15 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV P&W JT8D-7 TL - use B727 P&W JT8D-7 sound pack
- B727-200 ADV P&W JT8D-9 TL - use B727 P&W JT8D-17 sound pack
- B727-200 ADV P&W JT8D-15 TL - use B727 P&W JT8D-17 sound pack
- B727-200 ADV P&W JT8D-17 TL - use B727 P&W JT8D-17 sound pack
- B727-200 ADV LEAPS P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV LEAPS P&W JT8D-17 TL - use B727 P&W JT8D-17 sound pack
- B727-200 ADV QW2 WL P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV QW2 WL P&W JT8D-17 TL - use B727 P&W JT8D-17 sound pack
- B727-200 ADV WL P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV WL P&W JT8D-17 TL - use B727 P&W JT8D-17 sound pack

BOEING 727-200 ADVANCED RE SUPER 27

- B727-200 ADV RE SUPER 27 LEAPS NTL - use B727 P&W JT8D-217 sound pack
- B727-200 ADV RE SUPER 27 NTL VHF - use B727 P&W JT8D-217 sound pack
- B727-200 ADV RE SUPER 27 WL NTL VHF - use B727 P&W JT8D-217 sound pack

BOEING 727-200F (early production/freighter conversion)

- B727-200F P&W JT8D-7 NTL VHF - use B727 P&W JT8D-7 sound pack
- B727-200F P&W JT8D-7 TL - use B727 P&W JT8D-7 sound pack
- B727-200F P&W JT8D-9 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200F P&W JT8D-9 TL - use B727 P&W JT8D-17 sound pack

BOEING 727-200 ADVANCED (freighter conversion)

- B727-200F ADV P&W JT8D-7 NTL VHF - use B727 P&W JT8D-7 sound pack
- B727-200F ADV P&W JT8D-9 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200F ADV P&W JT8D-15 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200F ADV P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200F ADV P&W JT8D-7 TL - use B727 P&W JT8D-7 sound pack
- B727-200F ADV P&W JT8D-9 TL - use B727 P&W JT8D-17 sound pack
- B727-200F ADV P&W JT8D-15 TL - use B727 P&W JT8D-17 sound pack
- B727-200F ADV P&W JT8D-17 TL - use B727 P&W JT8D-17soundpack

B727-200 ADV LEAPS P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack

- B727-200 ADV WL P&W JT8D-17 NTL VHF - use B727 P&W JT8D-17 sound pack
- B727-200 ADV WL P&W JT8D-17 TL VHF - use B727 P&W JT8D-17 sound pack

BOEING 727-200F ADVANCED RE SUPER 27

- B727-200F ADV RE SUPER 27 NTL VHF - use B727 P&W JT8D-217 sound pack
- B727-200F ADV RE SUPER 27 WL NTL VHF - use B727 P&W JT8D-217 sound pack

PLEASE NOTE: Use each B727-200 aircraft/engine type base pack version with the above recommended B727-200 sound pack version .... unless otherwise specified.


1.12: "SMOKE EFFECTS".

All HJG B727 Aircraft Base Packs are configured to use the standard HJG supplied B367-80/B707/B720 smoke effects files.

These smoke effects files are currently available from the "AIRCRAFT EFFECTS" downloads section on the HJG website.

All HJG supplied smoke effects must be installed inside the FS9/FS2004 "EFFECTS" folder .... in accordance with accompanying installation instructions.

PLEASE NOTE: When used with HJG supplied B727 panels (only) these smoke effects are "auto-generating" at high engine RPM.

PLEASE NOTE ALSO: If using non-HJG supplied B727 panels with these simulations these smoke effects must be "manually toggled" ON/OFF using the standard FS keyboard "I" smoke command.


1.13: "B727 TEXTURE FILES".

HJG provide well in excess of 200 individual airline/operator liveries for both B727-100 and B727-200 simulations. This selection is constantly growing with most HJG website updates. HJG´s selection of B727 liveries/texture represent a wide range of both classic and lesser known liveries spanning the 1960´s, 70´s, 80´s, 90´s era and up to relatively recent times.

Any B727-100 texture file can be applied to any B727-100 Aircraft Base Pack model. B727-100 textures are not compatible with B727-200 models.

Any B727-200 texture file can be applied to any B727-200 Aircraft Base Pack model. B727-200 textures are not compatible with B727-100 models.

Select the texture/s of choice .... this will determine which particular Aircraft Base Pack/s are required.

In order to determine what liveries/textures should be used with which Aircraft Base Packs and 3D models .... refer to the following linked HJG B727 TEXTURE INVENTORY ....

tonymadgehjg.proboards.com/thread/6297/vl-hjg-b727-texture-inventory

Open the above linked "B727 TEXTURE INVENTORY".

Scroll down to the B727-200 SERIES listings.

Locate ones aircraft texture subject/s of choice .... per its aircraft type name, airline identity, livery date (and aircraft registration in some cases too).

Note the recommended Aircraft Base Pack and Model assignments listed beside each subject.

Apply that particular texture subject of choice to the recommended Aircraft Base Pack file .... THEN .... edit the recommended Model file name for that particular texture into the MODEL= data line within FLTSIM.XX component/s of the AIRCRAFT.CFG file .... and then "SAVE THAT EDIT".

Each individual B727-200 SERIES aircraft base pack file contains a new container entitled "ADDITIONAL TEXTURES". The contents of this container (2 texture BMP files). must be copied & pasted inside "each and every individual texture folder" assigned to that particular base pack. These additional texture BMP files detail the air-stairs and/or winglet features associated with each new V2.0 B727-200 model.

All B727 textures are available from the HJG "B727-100" and "B727-200" downloads pages.

PLEASE NOTE: Failure to perform either of the above steps correctly will result in these B727 models and/or their textures not displaying within the MSFS Aircraft Selection Menu.

PLEASE NOTE ALSO: Some of the new HJG B727-200 SERIES models (only) contained within each Aircraft Base Pack may not yet be represented by airline/operator textures. HJG will grow into using these models in due course. In the meantime .... a set of fully detailed blank/white tail PAX and freighter version aircraft texture sets are provided by HJG for use with any these models and may be downloaded "HERE" ....

www.simviation.com/hjg/publicpaintkits/hjg_b727-200__blank_textures.zip





Installation instructions for these blank textures .... along with various FLTSI.XX base pack options for these also .... are included within the ZIP file.


1.14: "EASIER IDENTIFICATION - MSFS AIRCRAFT SELECTION MENU"

This information is "purely optional" on the part of the end user.

All HJG B727-100/200 subjects will/should, by default, appear within the MSFS Aircraft Selection Menu in accordance with the following
designations ....

- Boeing 727-100
- Boeing 727-100C
- Boeing 727-100F
- Boeing 727-100QC
- Boeing 727-100QC/IGW
- Boeing 727-200
- Boeing 727-200F
- Boeing 727-200 ADV
- Boeing 727-200F ADV
- Boeing 727-200 RE SUPER 27
- Boeing 727-200F RE SUPER 27

These designations are governed by the information is edited into the UI MANUFACTURER data line (which for these aircraft subjects always reads "BOEING") and the UI TYPE data line (which for all these aircraft subjects always reads "727" .... followed by the specific aircraft series type name) within the texture/FLTSINM.XX component/s of any AIRCRAFT.CFG file.

PLEASE NOTE: These MSFS Aircraft Selection Menu designations can be made to read more specifically and in accordance with actual aircraft/engine type configurations .... "if desired".

Given the variation of aircraft/engine type base pack options now offered by HJG .... this is (perhaps) not a silly idea and is very easily accomplished as follows ....

Simply edit the UI TYPE data line .... after its aircraft type designation .... to read in accordance with the actual Aircraft Base Pack engine type designation as follows ....

In the case of a P&W JT8D-7 powered B727-100 aircraft ....

UI TYPE=727-100 JT8D-7

Or in the case of a P&W JT8D-9 powered B727-100 aircraft ....

UI TYPE=727-100 JT8D-9

Or in the case of a P&W JT8D-7 powered B727-200 aircraft ....

UI TYPE=727-200 JT8D-7

In the case of a P&W JT8D-9 powered B727-200 aircraft ....

UI TYPE=727-200 JT8D-9

Or in the case of a P&W JT8D-7 powered B727-200 ADVANCED aircraft ....

UI TYPE=727-200 ADV JT8D-7

Or in the case of a P&W JT8D-9 powered B727-200 ADVANCED aircraft ....

UI TYPE=727-200 ADV JT8D-9

Or in the case of a P&W JT8D-15 powered B727-200 ADVANCED aircraft ....

UI TYPE=727-200 ADV JT8D-15

Or .... in the case of a P&W JT8D-17 powred B727-200 ADVANCED aircraft ....
UI TYPE=727-200 ADV JT8D-17

etc

The above examples .... when applied to the UI TYPE data line component of any AIRCRAFT.CFG file will then force the MSFS Aircraft Selection Menu to display these installations in accordance with their manufacturer, aircraft type, and engine type names .... thereby clarifying the precise configuration of each installation. In the case each of the above specimens these subjects will then appear within the MSFS Aircraft Selection Menu as follows ....

"Boeing
727-100 JT8D-7"

Or ....

"Boeing
727-100 JT8D-9"

Or ....

"Boeing
727-200 JT8D-7"

Or ....

"Boeing
727-200 JT8D-9"

Or ....

"Boeing
727-200 ADV JT8D-7"

Or ....

"Boeing
727-200 ADV JT8D-9"

Or ....

"Boeing
727-200 ADV JT8D-15"

Or ....

"Boeing
727-200 JT8D-17"

etc

If desired .... the specific model file name/suffix may also be added .... in order to even further define the exact configuration of any installed/displayed aircraft version.


1.15: "KNOWN ISSUES".

Some "VERY MINOR" issues are known to exist among the HJG hosted VISTALINERS B727 simulations .... HOWEVER .... the end user is not, in any way, disadvantaged by these. The minor flaws which are known to exist are as follows ....

- The white wingtip strobe lighting on "some" HJG supplied B727 models may appear displaced during flight. This is due to the GMAX wing flex effect during flight and this lighting not being hard coded into the 3D model/s.

- Both port and starboard outboard aileron surfaces function correctly (in opposing axis) in response to control input whilst on the ground, but, function incorrectly (both deflecting in the same axis) in response to control input during manual flight. This "DOES NOT" affect flight performance. This particular issue affects the B727-200 V2 simulations only. The solution to this particular issue has been found and will be applied to future B727-200 aircraft base packs .... as soon as these can be released.

- An issue has been reported in relation to the MG and NG Contact Points for all V2.0 B727-200 3D models.

PLEASE NOTE: This issue "DOES NOT" apply to any of the V1.0 B727-100 3D models.

Apply this revision as follows ....

Open the AIRCRAFT .CFG filer for each V2.0 B727-200 version (only).

Scroll down to the CONTACT POINTS section.

Delete the entire existent CONTACTS POINTS section data .... and replace it with the new/revised CONTACT POINTS data section below ....

[contact_points]
static_pitch = -0.6
static_cg_height = 7.6
tailwheel_lock = 0
gear_system_type = 1
max_number_of_points = 8

point.0 = 1, 56.95, 0, -7.5122, 1181.1, 0, 1.5, 50, 0.9, 1.5, 0.8, 4.2, 4.2, 0, 200, 280
point.1 = 1, -4.170, -9.33, -7.9, 1574.803, 1, 2.18, 0, 0.3, 1.33, 0.8, 6.9, 6.9, 2, 200, 280
point.2 = 1, -4.170, 9.33, -7.9, 1574.803, 2, 2.18, 0, 0.3, 1.33, 0.8, 7.2, 7.2, 3, 200, 280
point.3 = 2.000, -23.900, -55.850, -0.583, 1574.803, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 5.000, 0.000, 0.000
point.4 = 2.000, -23.900, 55.850, -0.583, 1574.803, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 6.000, 0.000, 0.000
point.5 = 2, 62.7237, 0, -2.3776, 1574.803, 0, 0, 0, 0, 0, 0, 0, 0, 4, 0, 0
point.6 = 2.000, -81.000, 0.000, 23.800, 1574.803, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 9.000, 0.000, 0.000
point.7 = 2.000, -35.200, 0.000, -3.150, 1574.803, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 0.000, 9.000, 0.000, 0.000

The above CONTACT POINTS revision "WILL"/should satisfactorily resolve this particular issue .... "DO NOT" apply this edit to any B727-100 version

- A typographical error has been noted within the AIRCRAFT.CFG stated WEIGHT & BALANCE data for a number of the V2 B727-200's we currently offer. The STATION LOAD entries for some (not all) B727-200's do not currently read in numerical sequence. These should be edited so as to then read "in numerical sequence". This error barely (if at all) impacts flight handling characteristics for each of the implicated B27-200's, but, should be manually edited/corrected anyway. The fix will be mandatorily applied to future B737-200 aircraft base packs .... as soon as these can be released.

- Wing Views "are not" not featured among any of our B727-200's .... these are an element associated with the 3D models and not CFG data. The Wing Views associated with the original V1 B727-200 3D models were lost during recompilation of the newer models we currently offer. This particular issue "DOES NOT" affect the B727-100 3D models we currently offer as these are still the original V1 productions .... though this may change in the future.

"PLEASE" .... do not contact us in regard to the above-mentioned issues. HJG may, in time, be able to rectify these. Once again these particular issues are

"EXTREMELY MINOR" and "WILL NOT" detract from anyones enjoyment of any these otherwise fine simulations.


1.16: A FEW FINAL WORDS.

Any features of these simulations (particularly in regard to the panels) not covered within these notes are more than adequately discussed within the "B727 MANUAL" available on the "B727 PANELS" section of the HJG "BOEING PANELS" downloads page. It is recommended this information be downloaded and studied carefully

It is important to appreciate the supplied B727 panels represent fairly complex FS engineering .... and re-engineering by HJG.

Each file provided has been individually checked for functionality prior to uploading.

Each file provided was noted to perform "FINE" .... or it simply would not be uploaded here.

Despite this and our endeavours to provide the best possible classic/historic jetliner "FREEWARE", it is not inconceivable that some oversights might have occurred, or, that difficulties might be encountered by some .... perhaps due only to the extensive variability among PC systems today rather than end user faults. HJG will try and assist troubleshooting any reported issues that arise, but "kindly understand" that whatever occurs on one PC system "may not be universally experienced". All issues should be addressed on the "BOEING AIRCRAFT SUPPORT" page of the HJG forum.


Mark C
Bogota DC
Republica de Colombia

[aerofoto - HJG Admin]

B727 PANELS INSTALLATION & HANDLING NOTES # 2


UPDATED: April 7th 2024.





"ADDIIONAL PANEL/GAUGE DESCRIPTIONS".

The instrumentation represented in each HJG B727 panel is adequately explained within the "B727 MANUAL" available from the "B727 PANELS" section of the HJG "BOEING PANELS" downloads page. The following notes cover some of the more vital elements, and functions, of this instrumentation in greater detail.


2.00: PANEL SUB PANEL DISPLAY ICONS.



A bank of 4 sub panel selection icons are arranged horizontally and immediately above the ASI gauge. When individually selected these icons display information tables in regard to a number of flight and performance related parameters. From left to right and in order of appearance these icons display each of the following auto-generated information ....

- The first icon ("DIAGONAL UP RIGHT ARROW") presents a "T/O V-REFERENCE TABLE" .... displaying auto-calculated T/O Speeds in conjunction with the simulations weight and FLAP 5/15/20/and 25 detentes. This information auto-updates during flight.

- The second icon (displaying a 2-digit number) presents a "CLIMB/CRUISE/DESCENT TABLE" .... displaying auto-calculated best ROC, Long Range Cruise, Standard Cruise, High Speed Cruise, and Descent Airspeed data .... in conjunction with actual acquired airspeed and optimum cruising altitude computations .... all of which are based on the simulations current weight. The 2-digit number dispayed by this particular icon also serves as a quick reference indication as to the best/optimum cruising altitude calculated by the simulation at its current weight. This information auto-updates during flight.

- The third icon ("DIAGONAL DOWN RIGHT ARROW") presents a "V-REF LANDING TABLE" .... displaying auto-calculated Flap Extension/Manouvering airspeed data in conjunction with FLAP 2/5/and 15 detentes .... along with auto-calculated Flap Extension/Manouvering airspeed data for approach to landing use and in conjunction with FLAP 5/15/and 30 detentes (maximum FLAP 25 detente only in the case of each B727-200 ADV LEAPS/QW2 panel versions) .... as well as confirmation of the simulations current weight status. This information auto-updates during flight.

- The fourth icon (labelled "FE") presents a "FLIGHT ENGINEERS (aircraft performance) REPORT" .... displaying auto-calculated Total Aircraft Weight, Fuel Weight, Fuel Quantity, Fuel Flow, Range, Time To Empty, Static Air Temperature, Wind Direction, and Wind Speed data. This information auto-updates during flight.




A bank of 6 icons are arranged vertically between the Altimeter gauge and Marker Beacon lamps. From top to bottom and in order of appearance these .... When individually selected these icons display and/or activate/deactivate each of the following alternative sub panel views, functions, and indications ....

- The first icon opens the alternative Landing View sub panel .... and which is closed using the same icon appearing in this alternative sub panel view.

- The second icon activates/deactivates the G/A mode.

- The third icon activates/deactivates the Taxi Speed control function.

- The fourth icon opens/closes the Center Pedestal sub panel.

- The fifth icon arms the Spoilier Lever for .... immediate deployment upon ground contact during landing.

- The sixth/last icon displays the Elevator Trim setting.




A bank of 10 icons are arranged horizontally .... along the bottom left of each Main Panel view. From left to right and in order of appearance .... When individually selected these icons activate/deactivate each of the following model animations and sub panel views ....

- The first icon activates/deactivates the ventral/rear fuselage airtsairs animation built into each HJG supplied B727-100/-200 3D model.

- The second icon opens/closes the Lighting Switches sub Panel.

- The third icon opens/closes the combined AP, NAV1/NAV2, and COM1/COM2 sub Panel.

- The fourth icon opens the MSFS ATC Options sub Panel .... and which is closed using the "X" symbol located at the top right of this sub panel.

- The fifth icon labelled "WX" (or "WX/INS" in INS equipped panel versions) opens/closes the Weather Radar .... or combined ADF, Transponder, and Weather Radar sub Panel.

- The sixth icon opens/closes the MSFS Map display. PLEASE NOTE .... opening this option will pause the simulation.

- The seventh icon opens the full Overhead sub Panel .... and which is closed using the "X" symbol located at the top right of this sub panel.

- The eighth icon opens/closes the combined Radio Audio, Trim Consul Light, Horn Cut Out, and Rudder Trim sub Panel.

- The ninth icon opens/closes the Fuel System sub Panel.

- The tenth/last icon opens/closes the DC Meter and Battery Switch sub Panel.


2.01: CENTER PEDESTAL SUB PANEL.



This particular sub panel is commanded into view using "THROTTLES" icon featured within the vertical row of 6 sub panel selection icons located between the Altimeter gauge and Marker Beacon lamps.

An animated Spoiler lever handle is located at the top left of the Center Pedestal sub panel. Mouse-Clicking on the "S" icon .... featured within the vertical row of 6 sub panel selection icons located between the Altimeter gauge and Marker Beacon lamps .... will "ARM" the Spoilers for auto-deployment upon landing.

PLEASE NOTE: the Spoilers may also be manually deployed/retracted using the "BACKSLASH" (/) keyboard command.

An animated Elevator Trim position indicator .... labelled "STAB TRIM" .... is located on the left side of the Center Pedestal sub panel (partially obscured by the engine #1 thrust lever).

PLEASE NOTE: Mouse-Clicking on the Elevator Trim Control tab .... located within the bottom right of the Center Pedestal sub panel .... can be used as an alternative means of setting manual Trim. The small orange ETC lamp .... located to the right of the Elevator Trim Control tab .... will briefly illuminate in response to manual trim input.

PLEASE NOTE ALSO: Manual Elevator Trim/"STAB TRIM" settings are best selected using "PAGE UP" and "PAGE DOWN" (WINDOWS XP PRO) keyboard commands. The selected Trim setting is also displayed per the last icon featured within the vertical row of 6 sub panel selection icons located between the Altimeter gauge and Marker Beacon lamps.

An animated Parking Brake lever is located at the bottom left of the Center Pedestal sub panel. Mouse-Clicking on the small red PB lamp .... located to the right of this lever .... engages/disengages the Parking Brake. The PB lamp will illuminate whenever the Parking Brake is engaged.

PLEASE NOTE: The Parking Brake system is best engaged/disengaged using keyboard commands "CTRL FULL-STOP" (.).

The animated engine #1/#2/#3 thrust levers are located across the center of the Center Pedestal sub panel.

An animated Flap lever handle is located to right of the center of the Center Pedestal sub panel. 8 individual Flap detentes are selectable .... ranging from FLAP/SLAT, then FLAP2/5/15/20/25/30/40 detentes.

PLEASE NOTE: HJG B727-200 LEAPS and QW2 panels feature 6 selectable Flap detentes .... ranging from FLAP/SLAT, then FLAP2/5/15/20/25 only.

The animated Engine Fuel Cut-Off Levers for engines #1/#2/#3 are located below each of the engine #1/#2/#3/ thrust levers.


2.02: LIGHTING SUB PANEL.



This particular sub panel is commanded into view using "SHIFT 5" keyboard commands.

11 switches are located along along the upper section of the Lighting sub panel .... each relate to various interior panel/gauge lighting functions and are labelled accordingly.

13 switches are located along the lower section of the Lighting sub panel .... each relate to exterior lighting functions and are labelled accordingly.


2.03: COMBINED NAV1/2, COM1/2, & AUTOPILOT SUB PANEL.



This particular sub panel is commanded into view using "SHIFT 4" keyboard commands.

The NAV1/2 and COM1/2 radios are included as part of the AP sub panel.

A radio frequency selector knob is located below each NAV1/2 and COM1/2 radio (4 selector knobs in total).

Mouse-Clinking on the left or right side of either of either selector knobs raises and lowers the 3-digit prefix displayed within each radio frequency window. Mouse-Clinking on the left or right side of center portion inside either selector knob raises and lowers the 2-digit suffix displayed within each radio frequency window.

The AP system featured in HJG supplied B727 panels is engaged by selecting the 2 large paddle switches to their fully "UP/ON" position/s. The left paddle switch influences Aileron setting. The right paddle switch influences Elevator setting. Both AP paddle switches should be engaged together for normal AP controlled flight during climb, cruise, decent, and AP controlled ILS/GS coupled auto-approaches to landing.

The AP system is Disengaged by selecting the 2 AP paddle switches to their fully "DOWN/OFF" position .... auto-triggering a brief AP disengage alarm and which also activate a red flashing warning "AP Disengage" lamp on the main panel.

PLEASE NOTE: It will not be possible to re-engage the AP system until the "AP Disengage" lamp is manually extinguished .... per a single mouse click.

The AP System can also be disengaged using the AP System knob .... but .... should not be used to do so. This particular knob is knob is intended to select between the "A" or "B" hydraulic systems which power the AP system during flight.

During AP controlled flight .... the AP Pitch & Roll knob may be used to roll the simulation left or right in response to manual input .... by mouse clicking on either its extreme left or right rims.

PLEASE NOTE .... the AP Mode Selector switch must be set to its "MANUAL" detente in order to facilitate manual course adjustments using AP Pitch & Roll knob during AP controlled flight.

During AP controlled flight .... the AP Pitch & Roll knob may be used to trim the simulation up/down in response to manual input .... adjusting the ROC/ROD .... per mouse-clicking on either its extreme top or bottom rims. 1 mouse click results in an approximately 100 FPM ROC/ROD manual trim adjustment.

PLEASE NOTE .... the AP "ALT HLD" switch must be disengaged in order to facilitate manual ROC/ROD adjustments using AP Pitch & Roll knob during AP controlled flight.

During AP controlled flight .... the AP "ALT HLD" switch must be engaged in order to enable and maintain level cruise at any selected altitude.

PLEASE NOTE: Prior to manually capturing a pre-selected altitude value the simulations ROC/ROD should first be reduced to no more than 200 FPM .... within the last 200 FT of climb/descent toward any target altitude in order to ensure the smoothest possible altitude capture when the AP "ALT HLD" switch is engaged.

PLEASE NOTE ALSO: The AP system featured in HJG supplied B727 panels is (intentionally) not equipped with an auto-altitude capture function.

During AP controlled flight .... AP "HDG HLD" and "VOR/LOC" functions are engaged using separate switches.

PLEASE NOTE .... only 1 of either of these AP modes may be engaged at any time during AP controlled flight.

During AP controlled flight .... engaging the AP "HDG HLD" switch enables the simulation to acquire, and stabilize on, any selected heading to which the Main Panel HSI gauge Heading cursor has been set. The simulations acquired heading may then be further altered using the HSI gauge Heading cursor whilst the AP "HDG HLD" switch remains engaged.

PLEASE NOTE .... during AP controlled/HDG coupled auto-flight the Main Panel FD mode selector switch should be set to its corresponding "HDG" detente.

During AP controlled flight .... setting the AP mode rotary switch to its "VOR/LOC" detente enables the simulation to acquire, and stabilize on, any selected VOR/LOC course to which the Main Panel HSI gauge course indicator has been set.

PLEASE NOTE: During AP controlled VOR/LOC coupled auto-flight the Main Panel FD mode selector switch must be set to its "VOR/LOC" detente in order to enable any capture. Prior to acquiring any targeted VOR/LOC course the Main Panel Autopilot Mode Anunciator will display amber lamp illuminations for both its "FD" and "AP" NAV related indications .... confirming the simulation is seeking the targeted course. Upon acquiring the targeted VOR/LOC course the Main Panel Autopilot Mode Anunciator will then display green lamp illuminations for both its "FD" and "AP" NAV related indications .... confirming that the targeted course value has been acquired. Upon intercepting the preselected VOR/LOC course the AP "HDG HLD" switch will auto-disengage.

AP HDG mode should be used to establish the simulation on, or near, a targeted VOR/LOC course/radial prior to engaging the AP "VOR/LOC" mode .... then .... AP "VOR/LOC" mode engaged in order to capture the selected course/radial. See SECTION 2.13: "HSI GAUGE & HDG/VOR NAVIGATION MODE" below.


2.04: COMBINED ADF1/2, TRANSPONDER, WEATHER RADAR, & INS SUB PANEL.



This particular sub panel is commanded into view using the "WX"(or "WX/INS") icon featured among the bank of 10 sub panel selection icons arranged horizontally .... along the bottom left of each Main Panel view.

The ADF1/2 .... and Transponder radios .... are included as part of the WX (WX/INS) sub panel.

A radio frequency selector knob is located below each ADF1/2 radio (2 selector knobs in total).

Mouse-Clinking on the left side side of either selector knob raises and lowers the first digit of the 3-digit prefix displayed within each radio frequency window. Mouse-Clinking inside the center of either selector knob raises and lowers the second digit of the 3-digit prefix displayed within each radio frequency window. Mouse-Clinking on the right side side of either selector knob raises and lowers the last digit of the 3-digit prefix displayed within each radio frequency window.

A Transponder radio is located below the 2 ADF radios. 2 radio frequency selector knobs are located below the Transponder radio frequency window (2 selector knobs in total).
Mouse-Clinking on the left or right sides of the left selector knob raises and lowers the 2 digit prefix displayed within the radio frequency window. Mouse-Clinking on the left or right side sides of the right selector knob raises and lowers the 2 digit suffix displayed within the radio frequency window.

The small knob located to the left of the Transponder Radio frequency window has selectable detentes but should not be used.

A large WX radar screen is located to the right of both the ADF and and Transponder radios. Selector knobs for the WX radar are located below the Transponder radio (2 selector knobs in total).

The left knob is used to select the WX radar screen "ON/OFF" .... and to select the WX radar range. The right knob is used to tilt the WX radar antennae "UP/DOWN".

2 selector knobs are also located above the WX radar screen and are used to intensify, or dim, brightness of the illuminated display.

PLEASE NOTE: The WX Radar featured in HJG panels can accurately detect, and display, actual FS meteorological conditions. This feature requires either a "free" or "fully licensed" version of Pete DOWSON's FSUIPC module.

Pete DOWSON's FSUIPC module/s can be obtained per the following link ....

forum.simflight.com/topic/80977-updated-modules/

Go to the following section of the above linked posting ....

UPDATED MODULES

"FOR FSX, FSX-SE and Prepar3D"

The current and last updated FSUIPC module "for FSX" is version 4.977.

"FOR FS9"

The current and last updated FSUIPC module for FS9 is the listed version 3.999z9b

Be sure to identify, download, and install the FSUIPC module in accordance with one's FS version of choice/use. Be sure to carefully "READ" the accompanying FSUIPC Installation Instructions. Be advised: Both FS9 and FSX versions (only) of FSUIPC are no longer supported by Pete DOWSON .... and beyond recommending use of this utility (since 2006) HJG does not provide FSUIPC support either (Pete DOWSON's documentation accompanying this module is very comprehensive and more than adequate).

The INS unit is located to the right of the WX radar screen.

PLEASE NOTE: INS is featured within the "B727-200" panel versions only and is the same INS navigation feature included within some other HJG supplied B707, CV-990, DC-8, DC-10, and all L-1011 panels .... other HJG B727 panel versions are not INS equipped for reasons of technical and period authenticity.

PLEASE NOTE ALSO: This INS feature (compiled by George CARTY) is "fully functional" .... a complete INS navigation tutorial applicable to this feature represented within these panels has been compiled by Nathan FORD and is accessible on the "HJG GENERAL" forum page and/or per the following link ....

INS NAVIGATION TUTORIAL
tonymadgehjg.proboards.com/thread/9801/ins-tutorial

This tutorial is further supported by an INS tutorial "in video form" (also produced by Nathan FORD) and which is accessible on the "HJG VIDEOS" forum page and/or per the following link ....

INS NAVIGATION TUTORIAL (video)
tonymadgehjg.proboards.com/thread/8957/ins-tutorial


2.05: OVERHEAD SUB PANEL.



This particular sub panel is commanded into view using "TRIANGLE" icon featured within the horizontal row of 10 sub panel selection icons located along the bottom left of the Main Panel.

Window Heat switches for the L1, L2, R1, and R2 flightdeck windows (4X switches in total) are located within the "Window Heat" section in the upper right portion of the Overhead sub panel. When engaged each of these 4 switches illuminates the associated green lamps.

A Duct Temperature gauge .... and Engine Duct selector knob with 3 selectable detentes for either engine #1/#2/#3 (2X items) .... are located in the upper right portion of the "Anti-Ice" section of the Overhead sub panel. Setting the Engine Duct selector knob to either of its 3 detentes briefly cycles the associated gauge indication.

The Left and Right Wing Anti-ice switches (2X switches in total) are located in the top center right portion of the "Anti-Ice" section of the Overhead sub panel.

The Engine #1/#2/#3 Anti-Ices switches (3X switches in total) .... and an Anti-Ice Valve Control knob (with 5X selectable detentes) .... are located in the lower center right portion of the "Anti-Ice" section of the Overhead sub panel.

When engaged the Engine Anti-Ice switches illuminate green lamps (3X lamps) .... whilst the Anti´-Ice Valve Control knob can be used to cycle between Engine Anti-Ice, and Wing Anti-ice options .... this latter option extinguishes the 3 Engine Anti-Ice lamps and illuminating the Wing Anti-Ice lamps when set to its "Wing" detente.

The Pitot Heat switches and gauges (2X switches and gauges) .... and a Pitot Heat selector knob are located in the "Pitot Static Heat" section of the bottom right portion of the "Anti-Ice" section of the Overhead sub panel.

An INS MSU Mode Selector knob is located in the bottom right middle section of the Overhead sub panel .... and is used in conjunction with the INS sub panel.

The CVR Test buttons are located in the lower right middle section of the Overhead sub panel .... but are of no relevance to these B727 simulations.

The Seat Belt Signs .... and No Smoking Lamps switches .... along with Cabin Crew and Ground Crew calling buttons (4X items) are located in the "Cabin Attendant" and "Ground Crew Call" sections of the right middle portion of the Overhead sub panel .... each featuring their respective call tones.

The Back Up Enable .... and Alternative Flaps system switches (3X items) are located in the "Alternate Flaps" section of the upper right middle portion of the Overhead sub panel.

The Continuous Ignition .... and Engine #1/#2/#3 Start switches (4X items) are located in the "Continuous Ignition" and "Engine Start" sections of the top right middle portion of the Overhead sub panel.

PLEASE NOTE: Mouse-Clicking of each of the engine #1/#2/#3 guards during manual (full procedure) engine startup scenarios .... raises the cover for each engine starter. It is not necessary to select the switches located below each cover in order to start each individual engine.

An Emergency Exit Light switch is located in the "Emergency Exit Lights" section of the the bottom middle portion of the Overhead sub panel .... but is of no relevance to these B727 simulations.

A windshield Wiper switch (featuring 4 detentes) .... controlling the speed of the main panel Windshield Wiper animation .... is located in the "Windshield Wipers" section of lower middle portions of the Overhead sub panel.

The Rain Repellant switches (2X items) are located in the "Rain Repellant" section of the lower middle portion of the Overhead sub panel .... but are of no relevance to these B727 simulations despite being selectable.

A SELCAL selector knob is located in the "SELCAL" section of lower left middle portion of the Overhead sub panel .... but is of no relavance to these B727 simulations despite being selectable.

The Compass 1 and Compass 2 switches (2X items) are located in the "Compass" section of the center left middle portion of the Overhead sub panel.

A PA Monitor switch ... and FDR test button (2X items) are located in the "Passenger Address" and "Flight Recorder" sections of the upper left middle portion of the Overhead sub panel .... but are of no relevance to these B727 simulations despite being selectable.

A Stall Warning Test button and indicator lamp (2X items) is located in the "Stall Warning" section of the top left middle portion of the Overhead sub panel .... mouse-clicking on the "TEST" button triggers the Stall Warning alarm and illuminates the small orange indicator lamp.

The Main and Nose Gear Anti-Skid switches .... along with an Anti-Skid Test switch (3X items plus 4X lamps) are located in the "Nose Gear Brake Anti-skid" section of the bottom left section of the Overhead sub panel. Selecting the "TEST" switch briefly illuminates the 4 associated gear Anti-Skid test lamps.

The Rudder A and B .... Yaw Damper .... along with Control Warning Bypass switches (3X items) .... are located in lower segment of the "Hydraulics Power" portion of the center left section of the Overhead sub panel.

The Aileron .... Spoiler .... and Elevator switches .... are located in upper segment of the "Hydraulics Power" portion of the the top center left section of the Overhead sub panel.


2.06: FUEL SYSTEM SUB PANEL.



This particular sub panel is commanded into view using "SHIFT 8" keyboard commands.

2 sets of Boost Pump switches (6X switches in total representing both "FWD" and "AFT" pumps) are located across to top section of the Fuel System sub panel .... with an additional pair of Boost Pump switches also located on the left and right sides of the center Fuel Tank gauge. All 8 Boost Pump switches should be selected "ON" for T/O, climb and cruise above 10,000 FT, and during approach to landing.

The Fuel Quantity Test switches (3X items) are located beside each of the 3 large Fuel Quantity gauges featured across the center of the Fuel System sub panel.

The Fuel Tank Crossfeed selector valves/switches (3X items) are located to the left of each of the Engine Fuel Cut-Off valves/switches featured at the bottom of the Fuel System sub panel.

The Engine Fuel Cut-Off valves/switches (3X items) are located .... behind guards .... at the very bottom of the Fuel System sub panel. These valves/switches must be set to "OPEN" during engine startup .... and "OFF" after engine shutdown.


2.07: BATTERY SUB PANEL.



This particular sub panel is commanded into view using "SHIFT 7" keyboard commands.

A DC Meter switch is located in the left section of the Battery sub panel .... and features 4 selectable detentes

PLEASE NOTE: The Battery switch remains "ON" by default and should be set to its "Battery" detente whenever the engines are running,

The Battery Master switch is located in the right section of the Battery sub panel.

PLEASE NOTE: The Battery Master switch also remains "ON" by default. If selected "OFF" this will result in a power failure to most electrically dependent systems and gauges.


2.08: NAVIGATION RADIOS MASTER AUDIO SWITCHES SUB PANEL.



This particular sub panel is commanded into view using "SHIFT 9" keyboard commands.

A number selectable Radio Audio options .... relating ADF, VOR, and approach to landing ID/Marker beacon signals are provided across upper portion of the Navigation Radios Master Audio sub panel .... featuring both Captain and F/O sides.

PLEASE NOTE: F/o panels are not featured in any of the HJG supplied B727 panels.

A Trim Consul Light Switch is located in the left middle portion of the Navigation Radios Master Audio sub panel .... but is not supported by any lighting function/s despite being functional.

A large Rudder Trim knob is located in the center portion of the Navigation Radios Master Audio sub panel.

A Warning Horn Cut Out switch is located in the right middle portion of the Navigation Radios Master Audio sub panel .... but does not influence any of the warning sounds represented within these B727 panels despite being functional.

A Stabilizer Trim Brake Release knob is located in the bottom right portion of the Navigation Radios Master Audio sub panel .... but are of no relevance to these B727 simulations despite being selectable.


2.09: AUTO-THROTTLE SYSTEM.



HJG supplied B727-200 ADVANCED and B727-200 ADVANCED RE SUPER 27 (only) panels/simulations are AT equipped.

HJG supplied B727-100 (only) panels/simulations are non-AT equipped.

The AT represented in these panels may be used during climb, cruise, descent, and approach to landing.

The AT represented within these panels is not intended to be used for T/O .... but .... engaging the AT switch in conjunction with the G/A icon results in a TOGA-like response.
PLEASE NOTE: This particular T/O method "IS NOT" endorsed by HJG

Using the AT system in these panels requires the yellow airspeed Bug, inside the ASI gauge rim, being set to the desired AT airspeed value using the AT speed bug adjustment knob located outside the lower left rim of the ASI gauge .... then the AT Switch (located above the APA gauge on the Main Panel) engaged.

Upon being engaged the AT will adjust engine power in order to acquire, and maintain, the selected AT controlled airspeed value.

Using non-AT equipped HJG supplied B727 panels/simulations .... engine power must be set manually, constantly checked, and adjusted if necessary in order to maintain the acquired/intended airspeed performance.

During any AT coupled approach to landing .... the AT will automatically disengage at 50 FT.

During any AT coupled approach to landing .... and with up to 20 degrees of flap selected .... and prior to the landing gear being extended .... the AT system may, in cases of excess airspeed or ROD, cycle/retard engine power to its minimum detente .... therefore triggering the Gear Warning Horn. This alarm cannot be silenced until either the landing gear has been extended, or, the AT next auto-accelerates engine power above its minimum detente, or the AT system is disengaged and engine power manually adjusted/increased.

In order to avoid nuisence gear warning indications .... pay close attention to airspeed and the ROD during any approach to landing .


2.10: ASI GAUGE AIRSPEED BUGS IN RELATION TO FLAP SETTINGS & V-REF COMPUTATIONS.



On the ground .... mouse-clicking the center of the ASI will automatically set the airspeed bugs for T/O speeds in conjunction with the auto-calculated weight of the simulation.

Mouse-Clicking the center of the ASI "once" will automatically set the airspeed bugs to FLAP 15 computations for T/O. Mouse-Clicking the center of the ASI "once" will automatically set the airspeed bugs to FLAP 20 computations for T/O. Mouse-Clicking the center of the ASI "thrice" will automatically set the airspeed bugs to FLAP 25 computations for T/O.

Setting the ASI bugs will auto-generate the following V-REF call-outs during any T/O roll ....

- "80K KNOTS"
- "V1"
- "ROTATE"

Failure to set the ASI speed Bugs prior to commencing any T/O will result in these call-outs being auto-generated well below the correct V-REF .... resulting in a prolonged rotation and/or risk of a stall and crash soon after T/O.

Inflight .... mouse-clicking the center of the ASI will automatically set the airpeed bugs for approach to landing airspeed in conjunction with the auto-calculated weight of the simulation.

Mouse-Clicking the center of the ASI "once" will automatically set the airspeed bugs to FLAP 15 computations for approach to landing. Mouse-Clicking the center of the ASI "twice" will automatically set the airspeed bugs to FLAP 30 computations for approach to landing. Mouse-Clicking the center of the ASI "thrice" will automatically set the airspeed bugs to FLAP 30 computations for approach to landing.

Failure to set the ASI speed Bugs prior to commencing any approach to landing will result the approach likely being flown at excessive airspeed and the possibility of difficulties with the landing.

The maximum flap detente in each HJG supplied B727 panels is "FLAP 35".

PLEASE NOTE: The maximum flap detente in each HJG supplied B727 200 ADV LEAPS" and "B727-200 ADV QW2" panel is "FLAP 25".

For reasons of noise abatement a "FLAP 30" detente is quite sufficient for any normal approach to landing. A "FLAP 35" setting is typically used only in emergency or other abnormal procedures situations.


2.11: RADIO ALTIMETER & GPWS CALLOUTS.



The Radio Altimeter is located between the AI and Altimeter gauges on the Main Panel .... and is set/adjusted using the RA selector knob located at the bottom right of this instrument.

Setting an RA value will trigger a "MINIMUMS" GPWS callout in response to the selected altitude value during any approach to landing.

All HJG B727 panels are equipped with a GPWS system featuring the following (BOEING type) auto-generated altitude call-outs during any approach to landing ....

- "TWENTY-FIVE-HUNDRED"
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"

In addition to the above altitude callouts the following auto-generated GPWS warning indications are also included ....

- "GLIDESLOPE"
- "TOO LOW FLAP"
- "TOO LOW GEAR"
- "TERRAIN/TERRAIN"
- "WOOP/WHOOP/PULL-UP"


2.12: FIRE DETECTION SYSTEM.



A functional (in test mode only) Fire Detection System is represented in HJG supplied B727 Panels .... featuring large engine #1/#2/#3 fire warning handle lamps .... and a small Wheel Well fire warning lamp.

Mouse-clicking on either one of the engine #1/#2/#3 fire warning lamps extends the cover for the respective engine fire warning handle.

Setting the Fire Detection System test switch (located to the right of the number engine #3 fire warning lamp) to its "left position" will result in the engine fire detection lamps illuminating and auto-triggering of the fire detection system bell .... "after being depressed for approximately 10 seconds".

Mouse-Clicking on any of the fire warning handles (for either engines #1/#2/#3) will also result in the selected engine shutting down .... "after 25 seconds". It may not then be possible to restart the shutdown engine inflight.




Setting the Fire Detection System test switch to its "right position" will result in the the Wheel Well fire detection lamp illuminating and auto-triggering of the fire detection system bell .... "after being depressed for approximately 10 seconds".


2.13: HSI GAUGE & HDG/VOR NAVIGATION MODE.



The HSI gauge represented in HJG B727 panels features both HDG and VOR course selector knobs. Mouse-Clicking close to the center left or center right of either selector knob advances (+ or -) the respective cursors per 1 degree increments. Mouse-Clicking outside the center left or center right of either selector knob advances (+ or -) the respective cursors per 10 degree increments. See SECTION 2.03: "COMBINED NAV1/2, COM1/2, & AUTOPILOT SUB PANEL" above


b]2.14: ALTITUDE ALERTER.[/b]



An Altitude Alerter gauge is featured within HJG B727 panels. Using the altitude selector knob, located at the bottom right of the Altitude Aletter gauge, any altitude value may be dialed into this particular gauge .... in units of 100 FT. As the simulation climbs/descends to within 900 Ft of any pre-selected target altitude the altitude alert tone will be auto-triggered. The altitude alert tone will also be auto-triggered should the simulation climb in excess of 300 FT above the pre-selected target altitude and without either a level-off/altitude capture or a new altitude value having been entered into the gauge.

PLEASE NOTE: The Altitude Alerter tone simply serves to remind what altitude the simulation is targeting or has been cleared to .... and provide advance warning as to the simulations approaching to, or exceeding, any authorized or pre-selected critical target altitude.

PLEASE NOTE ALSO: The Altitude Alerter gauge and AP System represented within HJG B727 panels does not (intentionally) feature an auto-altitude capture mode. All altitude captures must be performed manually. See SECTION 4.03: "ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION".


Mark C
Bogota DC
Republica de Colombia

[aerofoto - HJG Admin]

B727 PANELS INSTALLATION & HANDLING NOTES # 3


UPDATED: July 14th 2017.





B727 PANELS ENGINE STARTUP PROCEDURES.

The following tutorial/s are intended to aid folk better understand and enjoy the HJG hosted B727 simulations. If one takes the time necessary in order to study, understand, and implement the recommended procedures .... then .... no difficulties, at all, will/should result. Like everything that is new, or updated, the operation of these panels/simulations will quickly become intuitive with time/practice and experience. These panels are "less complex" than other HJG panel offerings .... BUT .... are by no means simplistic.

It takes no more than 2 minutes to correctly configure any of the HJG supplied B727 panels for flight .... a little longer if performing a cold'n'dark engine startup procedure. Therefore .... try to learn, and enjoy, these B727 panels/simulations by adhering to the recommended procedures .... aided by the following tutorial/s. PLEASE NOTE .... these panels are intended to use with HJG files (only) and may nor work properly wih non-HJG supplied B727 simulations.


3.00: PANEL/SYSTEMS CONFIGURATION - DEFAULT ENGINES STARTED SCENARIO.

Always start FS and this particular scenario, using the default MSFS CESSNA flight.

Do not adjust any panel instrumentation on the CESSNA panel before selecting any B727 simulation of choice.

Using this default scenario the simulation will load into FS with its engines started.

Panel instrumentation and systems will need to be set/adjusted in accordance with the following recommended procedures/tutorial and in order for these simulations to perform correctly.

Using the MSFS aircraft FUEL & PAYLOAD adjustment utility .... adjust the simulations fuel and/or payload in order to ensure it is not overweight for T/O. ALL HJG simulations load into FS with both 100% fuel and payload. Using the MSFS FUEL & PAYLOAD adjustment utility the end user is expected to manually adjust either fuel, or payload, or both loadings in order to ensure each simulation is set near, or below, its certified MGW. PLEASE NOTE .... see "SECTION 5" of these B727 PANEL INSTALLATION & HANDLING NOTES for the best/recommended MGW fuel adjustments for each B727 version.


Go to the Main Panel.

- Ensure Parking Brakes are "ON".

- Ensure engines are all shutdown.

- Ensure Flaps/Slats are retracted.

- Ensure Elevator Trim is set to its nuetral detente.

- Ensure all doors/exits are all closed.

- Adjust Fuel and/or Payload .... ensure the simulation is not overweight for T/O.


Go to the combined ADF1/2 Radios and WX (WX/INS) Panel .... use the lower Main panel sub panel display icons or SHIFT/3 keyboard commands.

- Set both ADF 1 and ADF 2 radio frequencies .... as required !

- set the WX Radar "ON".

- Program the INS .... if required !


Go to the combined NAV1/2 COM1/2 Radios and AP Panel .... use the lower Main Panel sub panel display icons or SHIFT/4 keyboard commands.

- Set both NAV 1 and NAV 2 radio frequencies ... as required !

- Ensure AP system is disengaged.


Go to the Lighting Panel .... use the lower Main panel sub panel display icons or SHIFT/5 keyboard commands.

- Set "Rotating Beacon" light switch to "ON".

- Set "Navigation Lights" switches to "ON".

- Set all other Lighting switches "ON" .... with the exception of the Outboard and Inboard Landing and Exterior Lighting/Runway Turnoff lighting switches only.


Go to the full Overhead Panel .... use Main panel "TRIANGLE" sub panel display icon (4th icon from the right within the line of 10 panel views selection icons located at the bottom left section of the main panel) .... this sub panel view will conceal the Main Panel all other open sub panel views but this is quite normal.

- Select L1 and R1 Window Heat switches "ON" (2X switches for each item .... 4X switches in total).

- Select both left and right wing Anti-Ice switches to "ON".

- Set Anti-Ice Valve Control knob to "ON" (either one of 3 selectable detentes).

- Select Engine 1/2/3 Anti-Ice switches to "ON" (these do not impair engine performance in these B727 simulations) .... if required !

- Select both left and right Pitot Heat switches to "ON".

- Select No Smoking and Seat Belt Sign switches to "ON".


Return to the Main Panel.

- Set FD Mode Selector rotary switch to "HDG".

- Set HDG cursor on HSI gauge in accordance with the intended departure RWY centerline heading.

- Adjust FD Pitch Control knob .... set an approximately 10 degree attitude indication per the AI gauge.

- Reset Altimeter Barometric Pressure indication .... as required !

- Set Altitude Alerter .... as required to an initial after T/O target altitude value !

- Set ASI speed bugs (click on the ASI gauge) .... as required in accordance with either a FLAP 5/15/20/or 25 setting for T/O !

- Ensure doors/exits are all closed.

- Release Parking Brakes and Push-Back .... if required !

- Set Parking Brakes after Push-Back.

- Set Flaps/slats.

- Set Elevator Trim .... approximately 7 units !


Return to the Lighting Panel.

- Select Exterior Lighting/Runway Turnoff lighting switches to "ON".


Return to the Main Panel.

- Release Parking Brakes .... increase engine thrust for taxi .... taxi to RWY and T/O.

"HAVE A GREAT FLIGHT" .... flying the HJG hosted B727´s !


3.01: PANEL/SYSTEMS CONFIGURATION - MANUAL ENGINE STARTUP PROCEDURES.

Always start FS and this particular scenario, using the default MSFS CESSNA flight.

Do not adjust any panel instrumentation on the CESSNA panel before selecting your B727 aircraft of choice.

Using this default scenario the simulation will load into FS with its engines shutdown.

Panel instrumentation and systems will need to be set/adjusted in accordance with the following recommended procedures/tutorial and in order for these simulations to perform correctly.

Using the MSFS aircraft FUEL & PAYLOAD adjustment utility .... adjust the simulations fuel and/or payload in order to ensure it is not overweight for T/O. ALL HJG simulations load into FS with both 100% fuel and payload. Using the MSFS FUEL & PAYLOAD adjustment utility the end user is expected to manually adjust either fuel, or payload, or both loadings in order to ensure each simulation is set near, or below, its certified MGW. PLEASE NOTE .... see "SECTION 5" of these B727 PANEL INSTALLATION & HANDLING NOTES for the best/recommended MGW fuel adjustments for each B727 version.


Go to the Main Panel.

- Ensure Parking Brakes are "ON".

- Ensure Engines are shutdown.

- Ensure Flaps/Slats are retracted.

- Ensure Elevator Trim is set to its nuetral detente.

- Ensure all doors/exits are all closed.

- Adjust Fuel and/or Payload .... ensure the simulation is not overweight for T/O.


Go to the combined ADF1/2 Radios and WX (WX/INS) Panel .... use lower Main panel sub panel display icons or SHIFT/3 keyboard commands.

- Set both ADF 1 and ADF 2 radio frequencies as required.

- set the WX Radar "ON".

- Program the INS .... if required !


Go to the combined NAV1/2 COM1/2 Radios and AP Panel .... use lower Main panel sub panel display icons or SHIFT/4 keyboard commands.

- Set both NAV 1 and NAV 2 radio frequencies .... as required !

- Ensure the AP system is disengaged.


Go to the Lighting Panel Section of Overhead Panel .... use lower Main panel sub panel display icons or SHIFT/5 keyboard commands.

- Set "Rotating Beacon" light switch to "ON".

- Set "Navigation Lights" switches to "ON".

- Set all other Lighting switches "ON" .... with the exception of the Outboard and Inboard Landing and Exterior Lighting/Runway Turnoff lighting switches only.


Return to the Main Panel.

Open and "retain in view" the Center Pedestal sub panel over the Main Panel .... use the center Main panel sub panel display icons or SHIFT/6 keyboard commands.

- Ensure all 3 Engine Thrust Levers are set to their minimum/idle detente.

- Ensure all 3 Engine Fuel Levers (located below each of the 3 engine thrust levers) are set to their cut-off/fully down position.

In addition to the Center Pedestal .... open and "retain in view" the Fuel System sub panel .... use the lower Main panel sub panel display icons or SHIFT/8 keyboard commands .... then slide this sub panel view into the upper left section over the main panel to ensure it no longer obstructs either the Center Pedestal sub panel view, or any of the engine instruments, or sub panel view selection icons at bottom left or center sections of the Main Panel view.


Go to the full Overhead Panel .... use the Main panel "TRIANGLE" sub panel display icon (4th icon from the right within the line of 10 panel views selection icons located at the bottom left section of the main panel) .... this sub panel view will conceal the Main Panel all other open sub panel views but this is quite normal.

Starting # 2 engine first ....

- Click on the safety guard/cover for the # 2 engine starter switch (the switch located below this cover is neither required nor selectable).

- Quickly close the Overhead Panel and return to the Main Panel view .... focus attention on the # 2 engine N2 gauge on the main (2nd from bottom row of engine gauges) .... as its needle rotates through N2 15% .... go to the Fuel panel.... select "ON/OPEN" the # 2 engine fuel switch .... these switches (marked "OPEN/CLOSE") are located behind a gaurd at the very bottom of the Fuel Panel .... a blue lamp will momentarily illuminate to confirm the Fuel Valve is in transit .... quickly refocus attention on the N2 engine gauge .... as its needle continues rotating through N2 20% go to the Pedestal panel and select "UP/ON" the # 2 engine fuel lever .... these procedures, if followed correctly, will result in a # 2 startup.

- Repeat the above procedure to start each of the remaining # 3 and # 1 engines.

Engine # 2, # 3, and # 1 is the usual, but not necessarily the essential, order of engine startup sequence. Using HJG supplied B727 panels engines may be started in any particular order of preference.

Once all 3 engines are running and stable .... most previously "flagged" panel instrumentation will now appear "Un-Flagged".

- Close both the Center Pedestal and Fuel System sub panel views.


Return to the full Overhead Panel.

- Select L1 and R1 Window Heat switches "ON" (2X switches for each item .... 4X switches in total).

- Select both left and right wing Anti-Ice switches to "ON".

- Set Anti-Ice Valve Control knob to "ON" (either one of 3 selectable detentes).

- Select Engine 1/2/3 Anti-Ice switches to "ON" (these do not impair engine performance in these B727 simulations) .... if required !

- Select both left and right Pitot Heat switches to "ON".

- Select No Smoking and Seat Belt Sign switches to "ON".


Return to the Main Panel.

- Set FD Mode Selector rotary switch to "HDG".

- Set HDG cursor on HSI gauge in accordance with the intended departure RWY centerline heading.

- Adjust FD Pitch Control knob .... set an approximately 10 degree attitude indication in the AI gauge.

- Reset Altimeter Barometric Pressure indication .... as required !

- Set Altitude Alerter .... as required to an initial after T/O target altitude value !

- Set ASI speed bugs (click on the ASI gauge) .... as required in accordance with either a FLAP 5/15/20/or 25 setting for T/O !

- Release Parking Brakes and Push-Back .... if required !

- Set Parking Brakes after Push-Back.

- Set Flaps/slats.

- Set Elevator Trim .... approximately 7 units !


Return to the Lighting Panel.

- Select Exterior Lighting/Runway Turnoff lighting switches to "ON".


Return to the Main Panel.

- Release Parking Brakes .... increase engine thrust for taxi .... taxi out to RWY and T/O.

"HAVE A GREAT FLIGHT" .... flying the HJG hosted B727´s !


Mark C
Bogota DC
Republica de Colombia

[aerofoto - HJG Admin]

B727 PANELS INSTALLATION & HANDLING NOTES # 4


UPDATED: July 14th 2017.





B727 PANELS TUTORIAL - Taxiing, T/O, Climb, Descent, and Landing - BASIC OPERATION.

This tutorial assumes the successful startup of all 3 engines as well the correct configuration of all panel systems and that all exits (including the port side forward fuselage maindeck cargo on freighter configured aircraft versions) have been "closed" prior to departure.


4.00: TAXIING.

PLEASE NOTE: Taxiing should not be commenced until all 3 engines are stable after the successful completion of startup procedures.

Set Flaps .... FLAP 15-20 for (for a MGW T/O)

Set Elevator Trim .... 7 units (for a MGW T/O)

PLEASE NOTE: Failure to set slats/flaps and elevator trim prior to increasing engine thrust to commence taxiing will trigger the T/O warning horn.

Set Exterior Lighting/Runway Turnoff lighting switches (only) "ON" prior to taxiing.

Release the brakes .... advance the thrust levers, to reflect an approximately N1 70% (minimum) engine gauge indication, in order to commence slow taxiing.

When the simulation is moving, at a comfortable taxiing speed, then retard the thrust levers to an approximately N1 55% engine indication in order to maintain a decent taxiing speed (approximately 15 KTS). Be prepared to further adjust engine power as necessary in order to control/maintain the established the taxiing speed.

PLEASE NOTE: Engine power settings in relation to taxiing speeds will be governed by the simulations weight as well as the natural FS ground friction phenomenon which can be more apparent with some sceneries than others.


4.01: TAKE OFF - MANUAL MODE.

Upon entering the active runway and prior to accelerating for T/O .... select the Landing Lights "ON".

Check all external lighting switches are "ON".

Check flap/slat and elevator trim settings (TRIM +7 units ,,,, and FLAP 15-20 (for a MGW T/O).

Check the correct/required VOR/ADF radio frequencies have been selected.

Check NAV instruments have been correctly set.

Check the correct/required COM radio frequencies have been selected.

Check that the FD switch is "ON".

Check that a target initial altitude value has been entered into the Altitude Alerter.

Allign the simulation with the runway centerline.

Check the T/O V1, VR, and V2 speed bugs, on the ASI, have been correctly set (T/O and climbout V-speeds must be calculated in accordance with the simulations weight, flap setting, airport altitide, and ambient air temperature etc).

Check that the AT system is "OFF".

Release parking brakes.

Slowly advance engine thrust levers .... and manually set T/O power to the maximum indicated/pre-bugged engine EPR values/limitations (See "SECTION 5.00", BASIC FYING GUIDES, recommended "MAX T/O THRUST" for each B727 version).

PLEASE NOtE: The recommended engine T/O engine thrust settings apply to a 15*C ambient temperature at SL. Other temperature and airport altitude environments will require different power settings).

Ensure engine thrust settings do not exceed the maximum pre-bugged EPR value during any T/O.

T/O power must be achieved by 80 KTS during any T/O roll .... or the T/O attempt abandoned.

Rotation should be commenced slowly as the simulation accelerates through the pre-bugged VR safety speed ("ROTATE" callout) during the T/O roll .... resulting in a smooth lift-off from the runway at, or around, the pre-bugged V2 saftey speed.

Retract landing gear as the VSI needle cycles through its 500 FPM indication and toward an initial target ROC (See "SECTION 5.00", BASIC FYING GUIDES, recommended "INITIAL ROC" for each B727 version).

Following any MGW T/O .... and prior to flap retraction .... the simulations initial ROC should be restricted to the recommended ROC.

The AP should be engaged as soon possible "after" the simulation has been stabilized at its initial after T/O ROC .... and AP heading mode also engaged .... set the AP Mode Rotary Switch to "MANUAL" ..... set the FD Mode Selector switch to "HDG" .... check, and adjust if necessary, the HSI gauge HDG cursor, then engage the AP "HDG HLD" swich.

Flaps/Slats should be retracted in increments and in accordance with the following schedule ....

B727-100/200 JT8D-7/-9/-15/-17
- FLAP 15 RETRACT SPEED = 180 KIAS
- FLAP 5 RETRACT SPEED = 205 KIAS
- FLAP 2 RETRACT SPEED = 220 KIAS

B727-200 SUPER 27 (only)
- FLAP 15 RETRACT SPEED = 200 KIAS
- FLAP 5 RETRACT SPEED = 215 KIAS
- FLAP 2 RETRACT SPEED = 230 KIAS

The simulation should be "clean" by 250 KTS.

Post T/O and cleanup .... set climb thrust .... an adjust ROC for best airspeed/climb performance (See "SECTION 5.00", BASIC FYING GUIDES, recommended "ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE" for each B727 version).

Select Landing and Runway Turnoff lighting "OFF" once the simulation is stable and established in the climb.

The AP navigation mode should be engaged upon intercepting the desired navigation aid/airway .... check, and adjust if necessary, the VOR 1/2 and ADF1/2 radio frequencies .... check, and adjust if necessary, the HSI gauge VOR/LOC course indicator .... set the FD Mode Selector switch to "VOR/LOC" .... then set the AP Mode Rotary Switch to "VOR/LOC". AP "HDG" mode will automatically disengage when AP "VOR/LOC" is engaged.

Prior to intercepting/acquiring any targeted VOR/LOC beam the AP Mode Anunciator will display amber lamp illuminations for both its "FD" and "AP" VOR/LOC related indications .... confirming the simulation is seeking the targeted beam. Upon acquiring the targeted VOR/LOC beam the AP Mode Anunciator will then display green lamp illuminations for both its "FD" and "AP" VOR/LOC related indications .... confirming the simulation has acquired the targeted beam.

From this point the simulation can be flown all the way up to cruising altitude with reliance upon the AP system

All engine parameters, primary flight instrumentation, and navigation data must be constantly monitored .... and the simulations performance throughout the climb, and progress along any airway, similarly monitored and adjusted if necessary.


4.02: CLIMB TO CRUISING ALTITUDE.

Following any MGW T/O .... climb to 31000 FT should be considered a good intermediate cruising altitude (33,000 FT for JT8D-7 and JT8D-9 B7276-100 version simulations .... and 28,000 FT for JT8D-7 and JT8D-9 powered B727-100/200 simulations only)

Following any much lower weight T/O .... or after subsantial fuel burn off .... climb to higher cruising altitudes may be practical.

The "CLIMB/CRUISE/DESCENT TABLE" represented within HJG supplied B727 panels informs, and constantly updates, in regard to the best/optimum cruising flight level basd on echa simulations current weight (See "SECTION 2.00", ADDITIONAL PANEL INFORMATION/"PANEL SUB PANEL DISPLAY ICONS").

Following any MGW T/O .... from 10000 to 12000 FT (depending on B727 version) it is necessary to progressively adjust the simulations ROC and power setting. This procedure is intended to ensure the best/constant airspeed and climb performance throughout the climb toward cruising altitude. (See "SECTION 5.00", BASIC FYING GUIDES, recommended "ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE" for each B727 version).

The simulations ROC should be adjusted using the manual AP Pitch & Roll knob Trim function.

Climbing through 17500 FT the altimeter barometric pressure indication, displayed within the altimeter gauge, must be adjusted to read "2992/1013". Failure perform this procedure will result in an incorrect altitude indications later during the simulations climb towards cruising altitude.

IAS deterioration above 20000 FT is normal.

MACH airspeed indications should be prioritized above 20000 FT.

All engine parameters, primary flight instrumentation, and navigation data must be constantly monitored .... and the simulations performance throughout the climb toward cruising altitude, and progress along any airway, similarly monitored and adjusted if necessary.


4.03: ACQUIRING CRUISING ALTITUDE AND LEVEL ACCELERATION.

As the simulation approaches, to within 900 FT, of any pre-selected target altitude value the Altitude Alert tone will be auto-triggered .... and its "ALTITUDE ALERT" lamp will illuminate.

Should the simulation pass any pre-selected target altitude value, by 100 FT, the Altitude Alert tone will be also auto-triggered .... unless the a new altitude value is entered into the Altitude Alerter gauge.

Using the AP Pitch & Roll knob trim function the simulations ROC should be progressively reduced throughout the last 1,000 FT of climb toward any pre-selected target cruising altitude .... to 1,000 FPM ROC within 1,000 FT of any target altitude; to 500 FPM ROC within 500 FT of any target altitude; and to 200 FPM ROC within 200 FT of any target altitude. This procedure is intended to ensure the smoothest possible AP controlled auto-altitude capture.

HJG B727 panels are not equipped with an AP controlled auto-altitude capture function.

All altitude captures must be performed manually.

As the simulation acquires the preselected target cruising altitude the AP "ALT HLD" switch must be engaged.

During this capture the AP will slowly pitch simulations nose "up" and "down" slightly prior to acquiring the pre-selected target altitude value.

Upon acquiring the pre-selected target altitude the simulation should have established an IAS aisrpeed of approximately 295 to 298 KIAS or velocity of MACH 0.77 to MACH 0.78 .... and which will slowly increase toward approximately 302 to 304 KIAS (308 KIAS B727-200 RE SUPER versions) or a velocity of MACH 0.79 to MACH 0.80 (MACH 81 B727-200 RE SUPER versions) during level cruise.

Once established in the high-speed cruise regime the simulation should demonstrate an approximately 2* (degrees) AI pitch attitude within the MACH 0.78 to MACH 0.80 velocity range .... subject to weight.

During high altitude/high speed cruise .... and over both distance and time/flight duration .... the simulations airspeed performance will be observed to increase slowly as it becomes progressively lighter subject to fuel (weight) burn-off .... requiring manual engine power adjustment in order to maintain a specific IAS airspeed/MACH velocity.

The AT system can be engaged once established at level cruising altitude and will ensure relatively constant airspeed performance (AT equipped HJG B727-200 SERIES panels only)

From this point the simulation can be flown "automatically" all the way toward its TOD point and with reliance upon both AP, AT, and navigation systems.

All engine parameters, primary flight instrumentation, and navigation data must be constantly monitored .... and the simulations performance throughout the cruise, and progress along any airway, similarly monitored and adjusted if necessary.


4.05: DESCENT.

Descent .... from 31000 FT should be commenced from approximately 100 DME prior any destination airport or its nearest navigational aid.

From 110 DME prior any destination airport the simulations airspeed should be reduced .... below 300 KTS .... "prior" to commencing any descent from 100 DME (See "SECTION 5.00", BASIC FYING GUIDES, recommended "RECOMMENDED DESCENT & APPROACH TO LANDING PROCEDURES" for each B727 version).

A new target altitude value must be entered into the AP Altitude Selector .... and a ROD not exceeding of 2000 FPM established.

Airspeed, ROD, and distance to run toward any destination airport must be constantly monitored throughout the descent .... with the ROD and airspeed being adjusted, if necessary, in order to arrive at 10,000 FT by approximately 30 DME prior to any destination airport or its nearest navigational aid.

IAS airspeed should be prioritized over MACH airspeed indications below 20000 FT.

Descending through 17500 FT the altimeter barometric pressure indication displayed within the altimeter gauge must be adjusted to read "2991/1012" (or local equivalent). Failure perform this particular procedure will result in an incorrect altitude indications by the time the simulation nears its intended target approach to landing altitude.

Below 10000 FT the simulations AT controlled airspeed should be reduced to less than 250 KTS.

All engine parameters, primary flight instrumentation, and navigation data must be constantly monitored .... and the simulations performance throughout the descent, and progress along any airway, similarly monitored and adjusted if necessary.


4.06: APPROCH TO LANDING - USING THE AP "AUTO-APPROACH" MODE.

The approach to landing should not be commenced with in excess of 20% total fuel (per tank) remaining .... "at the very most". Flying any approach to landing overweight "WILL" result in difficulties. Fuel loadings should be planned/calculated for each flight "prior to departure" in order to ensure the simulation is not overweight upon arrival at the destination airport.

5000 FT (AGL) and 250 KTS may be considered a reasonable altitude and target airspeed at which to enter the pattern "prior" to commencing the approach to landing procedure at any destination (SL) airport (procedures and MSA's do vary from airport to airport). During level flight, and with continued airspeed reduction, the simulations AI pitch attitude will be observed to increase slightly .... to approximately 3* (degrees).

Prior to commencing any approach to landing the ASI speed bugs must be set in accordance with the auto-computed V-REF landing data and the final approach to landing flap setting .... in conjunction with the simulations weight.

The required RWY ILS frequency must be entered into the NAV 1 radio.

Entering the downwind legue of any approach to landing pattern the simulations airspeed should be reduced toward 230 KTS.

Flaps/Slats should be extended in increments and in conjunction with airspeed reduction.

Flying the downwind legue of any approach to landing pattern Select flaps/slats at 230 KIAS .... and reduce the AT controlled airspeed toward 215 KTS.

The simulations AI pitch attitude will decrease in response to flap/slat deployment .... to approximately 2* (degrees).

To aid successfully flying any AP controlled ILS/GS coupled auto-approach to landing (in FS) a long final approach legue (approximately 18 DME) is preferable to that of a much shorter approach. This promotes more time for the simulation to become properly aligned with, and stablised on, the ILS/GS beam for any destination airport RWY.

PLEASE NOTE: HJG supplied B727 simulations are capable of executing a successful 90* (degree) intercept/turn to final on any ILS/GS equipped RWY (provided a long approach to landing is being flown and the simulation is not overweight for landing) .... a 25* (degree) intercept may be considered more appropriate.

Entering the base legue, at the commencement of any approach to landing, select FLAP 5 .... and reduce the AT controlled airspeed toward 200 KTS .

Once stable on the base league heading the AP Mode Selector rotary switch must be set to its "AUtO GS" detente .... and the FD rotary switch set to its "AUTO APP" detente. This will enable an AP controlled auto-intercept of the iLS/GS beam an turn to final approach heading during any such coupled approach to landing. Engaging the AP "AUTO APP" mode will automatically overide the AP "HDG" mode.

PLEASE NOTE: Failure to implement either of these vital procedures may result in a failed or otherwise uncontrolled AP ILS/GS coupled auto-approach to landing.

Prior to intercepting/acquiring any targeted ILS/GS beam the AP Mode Anunciator will display amber lamp illuminations for both its "FD" and "AP" ILS/GS related indications .... confirming the simulation is seeking the targeted beam. Upon acquiring the targeted ILD/GS beam the AP Mode Anunciator will then display green lamp illuminations for both its "FD" and "AP" ILS/GS related indications .... confirming the simulation has acquired the targeted beam.



Upon commencement of the AP controlled auto-turn to final approach heading (approximately 17 DME to destination airport RWY) .... airspeed should be reduced toward 180 KTS .... and FLAP 15 selected "prior" to becoming stablished on the ILS/GS.

Adjust the HSI "HDG" cursor to reflect the approach to landing RWY centerline heading.

The AT system may be used throughout any auto-approach to landing .... or alternatively .... engine power/airspeed may be manually controlled.

Airspeed "MUST" be constantly monitored throughout the final approach to landing .... and adjusted if necessary.

Flying these B727 simulations on any approach to landing requires a delicate balance of applying as much power as possible in conjunction with flap and gear deployments .... without over accelerating the simulation .... in order to avoid either an irrecoverable deep-stall situation or other unsatisfactory nose-pitch attitude characteristics.

Excessive airspeed during any AP controlled ILS/GS coupled auto-approach to landing will force the simulations nose pitch attitude to decrease .... possibly to the extent of encouraging an unsatisfactorily nose down pitch attitude during the approach to landing if not corrected .... risking a nose gear collapse and crash upon ground contact.

Insufficient airspeed during any AP controlled ILS/GS coupled auto-approach to landing will force the simulations nose pitch attitude to increase .... possibly to the extent of encouraging an unsatisfactorily high nose pitch attitude .... risking either an irrecoverable stall and crash prior to landing or a tail strike upon ground/RWY contact.

Select a "Decision Height" altitude on the RA.

As the simulation engages the ILS/GS beam .... select FLAP 20 and reduce the airspeed toward 165 KTS.

Once the simulation has successfully engaged and is stable on the ILS/GS .... select Gear Down and FLAP 25.

Throughout any approach to landing the GPWS system will provide automatic altitude callouts when passing through the following critical altitudes ....

- "TWENTY-FIVE-HUNDRED"
- "500"
- "100"
- "50"
- "40"
- "30"
- "20"
- "10"

A "MINIMUS" GPWS callout will be auto-triggered in response to the pre-selected RA "Decision Height" altitude.

Select the landing lights "ON".

"ARM" the Spoilers .... prior to landing.

Continue airspeed reduction toward 155 KTS .... and select FLAP 30.

Check the landing lights are "ON".

Check spoiler lever is set to "ARM

Continue airspeed reduction toward 145 KTS .... and select FLAP 30.

The maximum flap detente in each of the HJG supplied B727 panels is "FLAP 35" (maximum "FLAP 25" detente only in the case of each B727-200 ADV LEAPS/QW2 panel versions) .... although for reasons of noise abatement a "FLAP 30" detente is quite sufficient for any normal approach to landing. A "FLAP 35" setting is typically used only in emergency or other abnormal procedures situations.

The AP system should be disengaged at the "100 FT" GPWS call-out .... and the last phase of any final approach to landing flown manually.

At "50 FT", prior to landing ,the AT system will auto-disengage .... at which point engine thrust must be manually controlled.

PLEASE NOTE: HJG supplied B727 simulations are not certified for "HANDS-OFF/FULLY AUTOMATIC" landings .... these are B727´s and not L1011´s !!!!

Engine power should be slowly retarded toward idle at approximately 20 FT above the RWY threshold .... a slow flare commenced .... and the ROD decent reduced to less than 100 FPM to ensure a relatively smooth touchdown and to avoid bouncing the simulation.

The Spoilers will auto-deploy (if armed) immediately upon ground/RWY contact.

Reverse thrust should applied (keyboard command "F2") only once all 3 landing gear have settled on the RWY, spoilers have been extended, and the simulations engines almost fully idled.

Reverse thrust should be cancelled (keyboard command F2 .... or a prolonged depress of the F3 keyboard command to gently ease engine power back to idle) at between "80" and "70" KTS .... and manual braking then applied to assist continued deceleration toward a normal taxiing speed.

Vacate the RWY per the nearest exit and select the landing lights "OFF".

Select Exterior Lighting/Runway Turnoff lighting switches "ON"

Retract spoilers and flaps .... and taxi to gate.


Mark C
Bogota DC
Republica de Colombia

[aerofoto - HJG Admin]

B727 PANELS INSTALLATION & HANDLING NOTES # 5


UPDATED: July 14th 2017.





B727 BASIC FLYING GUIDES.

This is not real world B727 performance data. The following information is based on FS observations only .... operating from the default MSFS 2004 KSEA airport at MGW, cruise at FL310 and using HJG supplied B727 panels and FDE. Operating from other MSFS airports and below or in excess of MGW, cruise at altitudes less than or in excess of FL310, and using non-HJG supplied B727 panels and FDE .... will result in different observations and performances.PLEASE NOTE: Flying the following recommended profiles requires concentration, skill, and reliance upon the AP. Power must be set manually .... and be constantly checked .... and adjusted if necessary. Not all B727 aircraft versions are/were equipped with an AT system.

PLEASE NOTE ALSO: By default all HJG supplied simulations load into FS with both 100% fuel and payload .... resulting in a nominal "overload". This is quite normal. The end user is expected to manually adjust either fuel or payload (or both) in order to ensure each simulation is set at/near its certified MGW or otherwise in accordance with the requirements for ones anticipated virtual flight.


---------------------------------------------------------------------------------------------2015


B727-100 EARLY (P&W JT8D-7)

3X P&W JT8D-7B fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 169,000 LBS

DEFAULT OVERLOAD = 8,234 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 76.8%
RIGHT = 100.0%
No payload adjustment .... results in 12 LBS overload

PANEL = "B727-100 EARLY JT8D-7"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.98 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 2,000 FPM

Maintain 2,000 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 17,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 22,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 25,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - maintain N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL330 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 296
MACH = 0.78
EPR = 1.87
N1 = 84.0%
EGT = 413
N2 = 87.1%
F/F = 3,385 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-100 LATE (P&W JT8D-9)

3X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 169,000 LBS

DEFAULT OVERLOAD = 6,232 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 82.5%
RIGHT = 100.0%
No payload adjustment .... results in 31 LBS overload

PANEL = "B727-100 LATE JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 2,000 FPM

Maintain 2,000 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 17,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 22,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 25,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - maintain N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL330 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 300
MACH = 0.79
EPR = 1.93
N1 = 84.1%
EGT = 421
N2 = 87.2%
F/F = 3,452 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-100C/QC/F (P&W JT8D-9)

3X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 169,000 LBS

DEFAULT OVERLOAD = 4,978 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 86.0%
RIGHT = 100.0%
No payload adjustment .... results in 17 LBS overload

PANEL = "B727-100 LATE JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 2,000 FPM

Maintain 2,000 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 17,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 22,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 25,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - maintain N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL330 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 301
MACH = 0.79
EPR = 1.93
N1 = 84.3%
EGT = 424
N2 = 87.4%
F/F = 3,455 LBS (X3)


---------------------------------------------------------------------------------------------2015



B727-100QC IGW

3X P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 178,000 LBS

DEFAULT OVERLOAD = 3,978 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 83.2%
RIGHT = 100.0%
No payload adjustment .... results in 25 LBS overload

PANEL = "B727-100 LATE JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 2,000 FPM

Maintain 2,000 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - maintain N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL330 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 302
MACH = 0.79
EPR = 1.93
N1 = 83.8%
EGT = 422
N2 = 87.0%
F/F = 3,442 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200 EARLY (P&W JT8D-7)

3X P&W JT8D-7B fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 1,974 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 93.6%
RIGHT = 100.0%
No payload adjustment .... results in 23 LBS overload

PANEL = "B727-200 EARLY JT8D-7"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.98 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 1,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,500 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 750 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 500 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 250 FPM - reduce thrust to N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 295
MACH = 0.78
EPR = 1.87
N1 = 84.6%
EGT = 413
N2 = 87.5%
F/F = 3,411 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200 EARLY (P&W JT8D-9)

3X P&W JT8D-9A fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 1,974 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 93.6%
RIGHT = 100.0%
No payload adjustment .... results in 23 LBS overload

PANEL = "B727-200 EARLY JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2,04 / N2 94%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 302
MACH = 0.79
EPR = 1.93
N1 = 83.9%
EGT = 421
N2 = 87.0%
F/F = 3,182 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200F EARLY (freighter conversion P&W JT8D-7)

3X P&W JT8D-7B fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 334 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 99.0%
RIGHT = 100.0%
No payload adjustment .... results in 30 LBS overload

PANEL = "B727-200 EARLY JT8D-7"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.98 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 1,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,500 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 750 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 500 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 250 FPM - reduce thrust to N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 295
MACH = 0.78
EPR = 1.87
N1 = 84.6%
EGT = 413
N2 = 87.6%
F/F = 3,414 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200F EARLY (freighter conversion P&W JT8D-9)

3X P&W JT8D-9A fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 1,974 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 99.0%
RIGHT = 100.0%
No payload adjustment .... results in 6 LBS overload

PANEL = "B727-200 EARLY JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2.04 / N2 94%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 301
MACH = 0.79
EPR = 1.92
N1 = 83.8%
EGT = 421
N2 = 87.0%
F/F = 3,142 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED (P&W JT8D-7)

3X P&W JT8D-7B fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 1,974 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 93.6%
RIGHT = 100.0%
No payload adjustment .... results in 23 LBS overload

PANEL = "B727-200 ADV JT8D-7"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.98 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 1,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,500 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 750 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 500 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 250 FPM - reduce thrust to N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 298
MACH = 0.78
EPR = 1.87
N1 = 84.6%
EGT = 413
N2 = 87.6%
F/F = 3,414 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED (P&W JT8D-9)

3X P&W JT8D-9A fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 1,974 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 93.6%
RIGHT = 100.0%
No payload adjustment .... results in 23 LBS overload

PANEL = "B727-200 ADV JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2,04 / N2 94%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 302
MACH = 0.79
EPR = 1.93
N1 = 84.8%
EGT = 421
N2 = 87.7%
F/F = 3,175 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED (P&W JT8D-15)

3X P&W JT8D-15 fanjet engines rated at 15,500 LBS thrust e/a

MGTOW = 190,500 LBS

DEFAULT OVRRLOAD = 3,914 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 87.2%
RIGHT = 100.0%
No payload adjustment .... results in 11 LBS overload

PANEL = "B727-200 ADV JT8D-15"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.13 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2,04 / N2 94%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 304
MACH = 0.80
EPR = 1.99
N1 = 81.6%
EGT = 449
N2 = 86.1%
F/F = 3,469 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED (P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 4,863 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 88.4%
RIGHT = 100.0%
CENTER 1 = 88.4%

No payload adjustment .... results in 28 LBS overload

PANEL = "B727-200 ADV JT8D-15"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 / N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2.18 / N2 93%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 303
MACH = 80
EPR = 2.07
N1 = 81.7%
EGT = 475
N2 = 86.0%
F/F = 3,719 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED (freighter conversion P&W JT8D-7)

3X P&W JT8D-7B fanjet engines rated at 14,000 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 334 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 99.0%
RIGHT = 100.0%
No payload adjustment .... results in 30 LBS overload

PANEL = "B727-200 ADV JT8D-7"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.98 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 94%
INITIAL ROC = 1,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,500 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 750 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 500 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 250 FPM - reduce thrust to N2 88%
- 31,000 FT ALT CAPTURE - reduce thrust to N2 87%

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 296
MACH = 0.78
EPR = 1.88
N1 = 85.0%
EGT = 415
N2 = 87.9%
F/F = 3,443 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED (freighter conversion P&W JT8D-9)

3X P&W JT8D-9A fanjet engines rated at 14,500 LBS thrust e/a

MGTOW = 184,800 LBS

DEFAULT OVRRLOAD = 334 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 99.0%
RIGHT = 100.0%
No payload adjustment .... results in 30 LBS overload

PANEL = "B727-200 ADV JT8D-9"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.04 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2,04 / N2 94%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 302
MACH = 0.79
EPR = 1.94
N1 = 84.6%
EGT = 424
N2 = 87.6%
F/F = 3,205 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED (freighter convrsion P&W JT8D-15)

3X P&W JT8D-15 fanjet engines rated at 15,500 LBS thrust e/a

MGTOW = 190,500 LBS

DEFAULT OVRRLOAD = 5,074 LBS

FUEL & PAYLOAD

LEFT = 100.0%
CENTER = 84.4%
RIGHT = 100.0%
No payload adjustment .... results in 12 LBS overload

PANEL = "B727-200 ADV JT8D-15"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.13 / N2 94%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2,04 / N2 94%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 10,000 FT
- 10,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 93%
- 15,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 20,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

FL310 CRUISE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

IAS = 304
MACH = 0.80
EPR = 1.99
N1 = 82.1%
EGT = 450
N2 = 86.2%
F/F = 3,509 LBS (X3)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED (freighter conversion P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 2,023 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 95.2%
RIGHT = 100.0%
CENTER 1 = 95.2%

No payload adjustment .... results in 23 LBS overload

PANEL = "B727-200 ADV JT8D-17"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 / N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = EPR 2.18 / N2 93%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 92%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 90%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 89%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 88%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 87%
- 31,000 FT ALT CAPTURE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 306
MACH = 80
EPR = 2.07
N1 = 81.3%
EGT = 476
N2 = 86.0%
F/F = 3,703 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED (LEAPS configuration P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 4,863 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 88.4%
RIGHT = 100.0%
CENTER 1 = 88.4%

No payload adjustment .... results in 28 LBS overload

PANEL = "B727 200 ADV LEAPS JT8D-17"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 / N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 93%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 6,000 FT
- 6,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 92%
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 91%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 90%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 86%
- 31,000 FT ALT CAPTURE

NB 1: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

NB 2: B727-200 ADV LEAPS Maximum landing flap detente = FLAP 25.

FL310 CRUISE

IAS = 304
MACH = 80
EPR = 2.04
N1 = 80.7%
EGT = 473
N2 = 85.4%
F/F = 3,628 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED WL (winglet configuration P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 4,863 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 88.4%
RIGHT = 100.0%
CENTER 1 = 88.4%

No payload adjustment .... results in 28 LBS overload

PANEL = "B727-200 ADV JT8D-17"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 / N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 90%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 89%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 88%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 87%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 86%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 85%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 84%
- 31,000 FT ALT CAPTURE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 300
MACH = 79
EPR = 1.94
N1 = 78.1%
EGT = 465
N2 = 83.7%
F/F = 3,308 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED (LEAPS configurd freighter conversion P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 2,023 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 95.2%
RIGHT = 100.0%
CENTER 1 = 95.2%

No payload adjustment .... results in 23 LBS overload

PANEL = "B727 200 ADV LEAPS JT8D-17"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 / N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 93%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 6,000 FT
- 6,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 92%
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 91%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 90%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 89%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 88%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 87%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 86%
- 31,000 FT ALT CAPTURE

NB 1: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

NB 2: B727-200 ADV LEAPS Maximum landing flap detente = FLAP 25.

FL310 CRUISE

IAS = 304
MACH = 80
EPR = 2.04
N1 = 80.7%
EGT = 473
N2 = 85.4%
F/F = 3,627 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED WL (winglet configured freighter conversion P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 2,023 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 95.2%
RIGHT = 100.0%
CENTER 1 = 95.2%

No payload adjustment .... results in 23 LBS overload

PANEL = "B727-200 ADV JT8D-17"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 / N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 90%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 89%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 88%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 87%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 86%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 85%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 84%
- 31,000 FT ALT CAPTURE

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 301
MACH = 80
EPR = 1.94
N1 = 78.1%
EGT = 465
N2 = 83.7%
F/F = 3,321 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED QW2 WL (Quiet Wing 2 & winglet configuration P&W JT8D-17)

3X P&W JT8D-17 fanjet engines rated at 16,000 LBS thrust e/a

MGTOW = 209,500 LBS

DEFAULT OVRRLOAD = 4,863 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 88.4%
RIGHT = 100.0%
CENTER 1 = 88.4%

No payload adjustment .... results in 28 LBS overload

PANEL = "B727 200 ADV LEAPS JT8D-17"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 2.18 N2 93%
FLAP 15 RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 2/SLATS RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 90%
INITIAL ROC = 1,800 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 1,800 FPM ROC until gear and flap retraction .... then increase ROC to 2,500 FPM and assume the following climb schedule ....

- Maintain 2,500 FPM ROC until 12,000 FT
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 89%
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 88%
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 87%
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 86%
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 85%
- 30,500 FT reduce ROC to 250 FPM - reduce thrust to N2 84%
- 31,000 FT ALT CAPTURE

NB 1: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

NB 2: B727-200 ADV SUPER 27 LEAPS Maximum landing flap detente = FLAP 25.

FL310 CRUISE

IAS = 300
MACH = 79
EPR = 1.93
N1 = 78.0%
EGT = 464
N2 = 83.8%
F/F = 3,289 LBS (X3)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED RE SUPER 27 (P&W JT8D-217/P&W JT8D-17)

2X P&W JT8D-217 fanjet engines rated at 20,000 LBS thrust e/a
1X P&W JT8D-17 fanjet engine rated at 16,000 LBS thrust

MGTOW = 210,000 LBS

DEFAULT OVERLOAD = 763 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 98.2%
RIGHT = 100.0%
CENTER 1 = 98.2%

No payload adjustment .... results in 14 LBS overload

PANEL = "B727-200 ADV SUPER 27"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.93 / N2 89% engines # 1 and 3 only
MAX T/O THRUST = EPR 2.18 / N2 91% engine # 2 only
FLAP 15 RETRACT SPEED = 200 KIAS
FLAP 5 RETRACT SPEED = 215 KIAS
FLAP 2/SLATS RETRACT SPEED = 230 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 86% engines #1 and #3
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 90% engine #2 only
INITIAL ROC = 2,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 2,500 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 6,000 FT
- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 86% (engine #1 & 3) / N2 90% (engine #2)
- 18,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 85% (engine #1 & 3) / N2 89% (engine #2)
- 24,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 84% (engine #1 & 3) / N2 88% (engine #2)
- 28,000 FT reduce ROC to 1000 FPM - reduce thrust to N2 83% (engine #1 & 3) / N2 87% (engine #2)
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 82% (engine #1 & 3) / N2 86% (engine #2)
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 81% (engine #1 & 3) / N2 85% (engine #2)
- 30,750 FT reduce ROC to 500 FPM - reduce thrust to N2 80% (engine #1 & 3) / N2 84% (engine #2)
- 31,000 FT ALT CAPTURE - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 308
MACH = 0.81
EPR #1 & #3 = 1.67
EPR #2 = 1.89
N1 #1 & #3 = 68.8%
N1 #2 = 78.3%
EGT #1 & #3 = 429
EGT #2 = 452
N2 #1 & #3 = 79.8%
N2 #2 = 83.7%
F/F #1 & #3 = 3,3312 LBS (X2)
F/F #2 = 2,999 (X1)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED RE SUPER 27 (LEAPS configured freighter conversion P&W JT8D-217/P&W JT8D-17)

2X P&W JT8D-217 fanjet engines rated at 20,000 LBS thrust e/a
1X P&W JT8D-17 fanjet engine rated at 16,000 LBS thrust

MGTOW = 210,000 LBS

DEFAULT OVERLOAD = 763 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 98.2%
RIGHT = 100.0%
CENTER 1 = 98.2%

No payload adjustment .... results in 14 LBS overload

PANEL = "B727-200 ADV SUPER 27 LEAPS"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.93 / N2 89% engines #1 and #3 only
MAX T/O THRUST = EPR 2.18 / N2 91% engine #2 only
FLAP 15 RETRACT SPEED = 200 KIAS
FLAP 5 RETRACT SPEED = 215 KIAS
FLAP 2/SLATS RETRACT SPEED = 230 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 86% engines #1 and #3
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 90% engine #2 only
INITIAL ROC = 2,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 2,500 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 6,000 FT
- 6,000 FT reduce ROC to 2,500 FPM - maintain N2 85% (engine #1 & 3) / N2 89% (engine #2)
- 12,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 84% (engine #1 & 3) / N2 88% (engine #2)
- 18,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 83% (engine #1 & 3) / N2 87% (engine #2)
- 24,000 FT reduce ROC to 1,000 FPM - reduce thrust to N2 82% (engine #1 & 3) / N2 86% (engine #2)
- 28,000 FT reduce ROC to 750 FPM - reduce thrust to N2 81% (engine #1 & 3) / N2 85% (engine #2)
- 30,000 FT reduce ROC to 500 FPM - reduce thrust to N2 80% (engine #1 & 3) / N2 84% (engine #2)
- 31,000 FT ALT CAPTURE - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)

NB 1: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

NB 2: B727-200 ADV SUPER 27 LEAPS Maximum landing flap detente = FLAP 25.

FL310 CRUISE

IAS = 307
MACH = 0.81
EPR #1 & #3 = 1.66
EPR #2 = 1.88
N1 #1 & #3 = 68.8%
N1 #2 = 78.2%
EGT #1 & #3 = 427
EGT #2 = 450
N2 #1 & #3 = 79.7%
N2 #2 = 83.5%
F/F #1 & #3 = 3,288 LBS (X2)
F/F #2 = 2,977 (X1)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200 ADVANCED RE SUPER 27 WL (winglet configuration P&W JT8D-217/P&W JT8D-17)

2X P&W JT8D-217 fanjet engines rated at 20,000 LBS thrust e/a
1X P&W JT8D-17 fanjet engine rated at 16,000 LBS thrust

MGTOW = 210,000 LBS

DEFAULT OVERLOAD = 763 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 98.2%
RIGHT = 100.0%
CENTER 1 = 98.2%

No payload adjustment .... results in 14 LBS overload

PANEL = "B727-200 ADV SUPER 27"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.93 / N2 89% engines #1 and #3 only
MAX T/O THRUST = EPR 2.18 / N2 91% engine #2 only
FLAP 15 RETRACT SPEED = 200 KIAS
FLAP 5 RETRACT SPEED = 215 KIAS
FLAP 2/SLATS RETRACT SPEED = 230 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 85% engines #1 and #3
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 89% engine #2 only
INITIAL ROC = 2,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 2,500 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 12,000 FT

- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 84% (engine #1 & 3) / N2 88% (engine #2)
- 18,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 83% (engine #1 & 3) / N2 87% (engine #2)
- 24,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 82% (engine #1 & 3) / N2 86% (engine #2)
- 28,000 FT reduce ROC to 1000 FPM - reduce thrust to N2 81% (engine #1 & 3) / N2 85% (engine #2)
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 80% (engine #1 & 3) / N2 84% (engine #2)
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)
- 30,750 FT reduce ROC to 250 FPM - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)
- 31,000 FT ALT CAPTURE - reduce thrust to N2 78% (engine #1 & 3) / N2 82% (engine #2)

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 308
MACH = 0.81
EPR #1 & #3 = 1.59
EPR #2 = 1.79
N1 #1 & #3 = 66.4%
N1 #2 = 75.4%
EGT #1 & #3 = 422
EGT #2 = 445
N2 #1 & #3 = 78.1%
N2 #2 = 81.9%
F/F #1 & #3 = 2,989 LBS (X2)
F/F #2 = 2,707 (X1)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED RE SUPER 27 (freighter conversion P&W JT8D-217/P&W JT8D-17)

2X P&W JT8D-217 fanjet engines rated at 20,000 LBS thrust e/a
1X P&W JT8D-17 fanjet engine rated at 16,000 LBS thrust

MGTOW = 210,000 LBS

DEFAULT OVERLOAD = 2423 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 94.2%
RIGHT = 100.0%
CENTER 1 = 94.2%

No payload adjustment .... results in 6 LBS overload

PANEL = "B727-200 ADV SUPER 27"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.93 / N2 89% engines # 1 and 3 only
MAX T/O THRUST = EPR 2.18 / N2 91% engine # 2 only
FLAP 15 RETRACT SPEED = 200 KIAS
FLAP 5 RETRACT SPEED = 215 KIAS
FLAP 2/SLATS RETRACT SPEED = 230 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 86% engines #1 and #3
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 90% engine #2 only
INITIAL ROC = 2,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 2,500 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 6,000 FT
- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 86% (engine #1 & 3) / N2 90% (engine #2)
- 18,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 85% (engine #1 & 3) / N2 89% (engine #2)
- 24,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 84% (engine #1 & 3) / N2 88% (engine #2)
- 28,000 FT reduce ROC to 1000 FPM - reduce thrust to N2 83% (engine #1 & 3) / N2 87% (engine #2)
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 82% (engine #1 & 3) / N2 86% (engine #2)
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 81% (engine #1 & 3) / N2 85% (engine #2)
- 30,750 FT reduce ROC to 500 FPM - reduce thrust to N2 80% (engine #1 & 3) / N2 84% (engine #2)
- 31,000 FT ALT CAPTURE - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 307
MACH = 0.81
EPR #1 & #3 = 1.66
EPR #2 = 1.88
N1 #1 & #3 = 68.8%
N1 #2 = 78.3%
EGT #1 & #3 = 427
EGT #2 = 450
N2 #1 & #3 = 79.7%
N2 #2 = 83.5%
F/F #1 & #3 = 3,3280 LBS (X2)
F/F #2 = 2,971 (X1)
AI PITCH = +2* (degrees)


---------------------------------------------------------------------------------------------2015


B727-200F ADVANCED RE SUPER 27 WL (winglet configured freighter conversion P&W JT8D-217/P&W JT8D-17)

2X P&W JT8D-217 fanjet engines rated at 20,000 LBS thrust e/a
1X P&W JT8D-17 fanjet engine rated at 16,000 LBS thrust

MGTOW = 210,000 LBS

DEFAULT OVERLOAD = 2423 LBS

FUEL & PAYLOAD ADJUSTMENTS

LEFT = 100.0%
CENTER = 94.2%
RIGHT = 100.0%
CENTER 1 = 94.2%

No payload adjustment .... results in 6 LBS overload

PANEL = "B727-200 ADV SUPER 27"

TRIM = 7 units (gauge indication)
FLAP SETTING = 15*
MAX T/O THRUST = EPR 1.93 / N2 89% engines #1 and #3 only
MAX T/O THRUST = EPR 2.18 / N2 91% engine #2 only
FLAP 2/LE RETRACT SPEED = 180 KIAS
FLAP 5 RETRACT SPEED = 205 KIAS
FLAP 15 RETRACT SPEED = 220 KIAS
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 85% engines #1 and #3
CLIMB THRUST (after T/O and clean up thrust reduction) = N2 89% engine #2 only
INITIAL ROC = 2,500 FPM

ALTITUDE/ROC/POWER ADJUSTMENT SCHEDULE = Maintain 2,500 FPM ROC until gear and flap retraction .... then increase ROC to 3,000 FPM and assume the following climb schedule ....

- Maintain 3,000 FPM ROC until 12,000 FT

- 12,000 FT reduce ROC to 2,500 FPM - reduce thrust to N2 84% (engine #1 & 3) / N2 88% (engine #2)
- 18,000 FT reduce ROC to 2,000 FPM - reduce thrust to N2 83% (engine #1 & 3) / N2 87% (engine #2)
- 24,000 FT reduce ROC to 1,500 FPM - reduce thrust to N2 82% (engine #1 & 3) / N2 86% (engine #2)
- 28,000 FT reduce ROC to 1000 FPM - reduce thrust to N2 81% (engine #1 & 3) / N2 85% (engine #2)
- 30,000 FT reduce ROC to 750 FPM - reduce thrust to N2 80% (engine #1 & 3) / N2 84% (engine #2)
- 30,500 FT reduce ROC to 500 FPM - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)
- 30,750 FT reduce ROC to 250 FPM - reduce thrust to N2 79% (engine #1 & 3) / N2 83% (engine #2)
- 31,000 FT ALT CAPTURE - reduce thrust to N2 78% (engine #1 & 3) / N2 82% (engine #2)

NB: T/O at MGW results in an initial (best performance) altitude limitation of FL280 with later climb to FL310 or greater altitude after fuel burn off.

FL310 CRUISE

IAS = 307
MACH = 0.81
EPR #1 & #3 = 1.59
EPR #2 = 1.78
N1 #1 & #3 = 66.4%
N1 #2 = 73.4%
EGT #1 & #3 = 421
EGT #2 = 444
N2 #1 & #3 = 78.0%
N2 #2 = 81.8%
F/F #1 & #3 = 2,974 LBS (X2)
F/F #2 = 2,693 (X1)
AI PITCH = +2* (degrees)


"RECOMMENDED DESCENT & APPROACH TO LANDING PROCEDURES".

The following descent procedures assume maximum payload with no more than approximately 20% total fuel remaining prior to the commencement of descent.

These procedures are intended to ensure descent to FL100 by approximately 30 DME from any destination airport or its nearst NAV aid .... and to promote further descent and entry to any airport approach circuit/pattern, flying downwind, base, and final approach legues prior to landing legues.


1. "B727-100, B727-100C/F/QC, B727-100QC IGW (only) DESCENT PROCEDURE"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2000 FPM ROD .... reduce engine thrust N2 65%.

- Passing through FL150 .... reduce ROD to 1500 FPM .... maintain N2 65 % engine thrust.

- Passing through FL100 .... reduce ROD to 1000 FPM .... increase engine thrust N2 70 %.

- DOWNWIND, BASE LEGUE, & FINAL APPROACH TO LANDING ....

- FLAP 2/SLATS = 230 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 5 = 215 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 15 = 200 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 20 = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- GEAR DOWN = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 25 = 160 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 30 = (noise abatement) 140 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 40 = (for emergency use only) 140 KTS - adjust engine thrust to control drag induced speed reduction.

- APPROACH TO LANDING AIRSPEED (full flaps/FLAP 30) = 130 KTS.

The above flap/gear airspeed recommendations will ensure an approach to landing pitch attitude which varies between -1, +0, and +1 degrees .... in accordance with the recommended flap/gear extension and airspeed.


2. "B727-200/F, B727-200/F ADV (only) DESCENT PROCEDURE"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2000 FPM ROD .... reduce engine thrust N2 65%.

- Passing through FL150 .... reduce ROD to 1500 FPM .... maintain N2 65 % engine thrust.

- Passing through FL100 .... reduce ROD to 1000 FPM .... increase engine thrust N2 70.

- DOWNWIND, BASE LEGUE, & FINAL APPROACH TO LANDING ....

- FLAP 2 = 230 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 5 = 215 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 15 = 200 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 20 = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- GEAR DOWN = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 25 = 165 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 30 = (noise abatement) 155 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 40 = (for emergency use only) 145 KTS - adjust engine thrust to control drag induced speed reduction.

- APPROACH TO LANDING AIRSPEED (full flaps/FLAP 30) = 135 KTS.

The above flap/gear airspeed recommendations will ensure an approach to landing pitch attitude which varies between -1, +0, and +1 degrees .... in accordance with the recommended flap/gear extension and airspeed.


3. "B727-200 ADV LEAPS, QW2 & WL (only) DESCENT PROCEDURE"

Descending from FL310 ....

- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2000 FPM ROD .... reduce engine thrust N2 65%.

- Passing through FL200 .... reduce engine thrust to N2 60% .... maintain 2000 FPM ROD

- Passing through FL150 .... reduce ROD to 1500 FPM .... maintain N2 60 % engine thrust.

- Passing through FL100 .... reduce ROD to 1000 FPM .... maintain N2 60 % engine thrust.

- DOWNWIND, BASE LEGUE, & FINAL APPROACH TO LANDING ....

- FLAP 2 = 230 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 5 = 215 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 15 = 200 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 20 = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- GEAR DOWN = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 25 = 165 KTS - adjust engine thrust to control drag induced speed reduction.

- APPROACH TO LANDING AIRSPEED (full flaps/FLAP 25 .... maximum flap detente/extension) = 130 KTS.

The above flap/gear airspeed recommendations will ensure an approach to landing pitch attitude which varies between -1, +0, and +1 degrees .... in accordance with the recommended flap/gear extension and airspeed.


4. "B727-200 ADV RE SUPER 27 (only) DESCENT PROCEDURE"

- 110 DME from destination airport .... reduce engine thrust to N2 70% .... maintain level flight to aid airspeed reduction to less than 300 KIAS prior to commencing descent.

- 100 DME from destination airport .... commence 2000 FPM ROD .... reduce engine thrust N2 60%.

- Passing through FL150 .... reduce ROD to 1500 FPM .... maintain N2 60 % engine thrust.

- Passing through FL100 .... reduce ROD to 1000 FPM .... maintain N2 60 % engine thrust.

- DOWNWIND, BASE LEGUE, & FINAL APPROACH TO LANDING ....

- FLAP 2 = 230 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 5 = 215 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 15 = 200 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 20 = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- GEAR DOWN = 180 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 25 = 165 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 30 = (noise abatement) 155 KTS - adjust engine thrust to control drag induced speed reduction.

- FLAP 40 = (for emergency use only) 145 KTS - adjust engine thrust to control drag induced speed reduction.

- APPROACH TO LANDING AIRSPEED (full flaps/FLAP 30) = 130 KTS.

The above flap/gear airspeed recommendations will ensure an approach to landing pitch attitude which varies between -1, +0, and +1 degrees .... in accordance with the recommended flap/gear extension and airspeed.


Mark C
Bogota DC
Republica de Colombia