Boeing 727-100/200/200A Procedures

The information provided in this document is to be used during simulated flight only
and is not intended to be used in real life. Attention VA's - you may post this file on your site for
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or otherwise is not permitted.

Compiled by Matt Zagoren

TAXI-OUT
Since the center engine is about 17 feet further aft than the pod engines, only engines No. 1 and
No. 3 will be used to taxi the aircraft out of tight gate positions where there is a possibility of jet
blast damage. The proper throttle technique will be:

• Advance engines No. 1 and No. 3 to a maximum of 68% N2 RPM above 70°F and 65% N2 RPM if
below 70°F. (This will require approx. 1800 pounds per hour fuel flow.)
• Retard the power as soon as possible after the aircraft starts to taxi.

• When not in a confined area, also use No. 2 engine for taxi.
TAKEOFF
Precise, smooth rotation will make the runway effectively longer. When taking off with a
crosswind, sufficient ailerons into the wind should be used to maintain a wings level attitude. Care
should be taken not to rotate too early or too rapidly under a crosswind condition. It should be
noted that if a 5° flap take-off is being made, the results will be a longer take-off roll; higher V1,
Vr and V2 speeds; as well as rotation to a higher deck angle for any given gross weight. Hold
rotated attitude during initial stage of climb. Do not raise gear until positive rate of climb is
established. Make minor attitude adjustments to maintain V2 + 10. Do not exceed a 20° deck
angle.

Flaps - 15° OR 5°
• As airplane is aligned with runway, with airplane rolling, set 1.4 EPR, check engine
instruments, then rapidly advance throttles to T.O. EPR. Do not readjust after 60 knots.

• 1st Segment - Takeoff power to 1500 feet AFL. Airspeed V2 +10. Max deck angle is 20°.
• 2nd Segment - At 1500 feet AFL, set climb power. While accelerating to 160 knots retract
flaps to 5°. Maintain 160 knots to 3000' AFL. Add 10 knots if aircraft is over 152,000
pounds; add 20 knots if aircraft is over 176,000 pounds.
• 3rd Segment - At 3000 feet AFL, lower nose approximately 5°, maintain 500-1000 fpm rate
of climb during cleanup and expedite acceleration to 250 knots. Retract flaps on following
speed schedule:
WHILE ACCELERATING TO: FLAPS TO:
190 knots 2°
200 knots 0°

• Add 10 knots to above speeds if aircraft is over 152,000 lbs; add 20 knots to above speeds if
aircraft is over 176,000 lbs.

Flaps - 25°

• 1st Segment - see above

• 2nd Segment - At 400 feet AFL, retract flaps to 15° while accelerating to V2 + 20. Maintain
takeoff power to 1500 feet AFL.

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 • 3rd Segment - At 1500 feet AFL, set climb power. While accelerating to 160 knots retract
flaps to 5°. Maintain 160 knots to 3000 feet AFL. Add 10 knots if aircraft is over 152,000
lbs; add 20 knots if aircraft is over 176,000 pounds.

• 4th Segment - At 3000 feet AFL, lower nose approximately 5°, maintain 500-1000 fpm rate
of climb during cleanup and expedite acceleration to 250 knots. Retract flaps on following
speed schedule:
WHILE ACCELERATING TO: FLAPS TO:
190 knots 2°
200 knots 0°

• Add 10 knots to above speeds if aircraft is over 152,000 lbs; add 20 knots to above speeds if
aircraft is over 176,000 lbs.

ENROUTE
When cruise altitude is reached, maintain climb power until .01 above the desired cruise Mach.
Then set chart cruise fuel flow, not to exceed Max cruise EPR and allow speed to settle to desired
cruise Mach. When moving to a higher altitude, set climb power first, then start the climb to avoid
airspeed delay.

STANDARD DESCENT PROCEDURE

Clean configuration is the preferred method. Descents with flaps and/or gear down are airspeed
limited, noisy, and expensive. Also, at limit speed, flaps cause buffet. Speed brakes should only
be used when they are needed to expedite traffic flow and maintain the desired descent profile.
Do not use speed brakes below 2000 feet AFL.
BEFORE LANDING/APPROACH
The speeds recommended for each flap setting allow considerable margin above stall for normal
maneuvering and place the airplane in the most desirable attitude during final approach (about 3°
to 4° nose-up). Flap extension on the 727 pitches the airplane nose-down, especially when going
from 15° to 40° of flaps. The use of Ref +10 throughout final approach to touchdown will normally
provide the most stable flight and desired airspeed. When gusty surface winds are affecting the
airspeed needle, add the airspeed needle bounce to the Reference speed; e.g., if needle is
bouncing plus or minus 10 knots and Reference speed for existing gross weight is 120 knots, fly 130
knots as adjusted approach speed. Total airspeed correction shall not exceed 20 knots.
BEFORE LANDING
BEFORE DECELERATING FROM: START LOWERING FLAPS TO:
200 kts 2°
190 kts 5°
160 kts 15°
150 kts 25°
140 kts 30°/40°

Add 10 knots to above if aircraft is above 152,000 lbs; add 20 knots if aircraft is above 176,000 lbs.

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ILS APPROACH
727 ILS Manual Coupled Approach

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NON-PRECISION APPROACH
727 Non-Precision Approach Procedures

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GO-AROUND
If On Runway

• Advance throttles to approximately 1.4 EPR, and allow engines to stabilize.

• Flaps 25°.

• Advance throttles to go-around EPR

• Rotate speed, approximately REF -10 kts

• V2 speed, approximately REF + 10 kts

• Positive rate, gear up. Maintain min REF + 20 kts.

• After clearing all obstacles or after reaching 1500 feet, whichever is higher, retract flaps
according to the following schedule:
WHILE ACCELERATING TO: RETRACT FLAPS TO:
150 kts 15°
160 kts 5°
190 kts 2°
200 kts 0°

If Airborne
• Apply go-around thrust and rotate simultaneously.

• After descent is stopped, set flaps to 25°. If speed Ref + 10, set flaps to 15°.
• Gear up after positive rate of climb.

• Accelerate and maintain REF + 20 knots for initial climb.

• After clearing all obstacles or after reaching 1500 feet, whichever is higher, retract flaps
according to the following schedule:
WHILE ACCELERATING TO: RETRACT FLAPS TO:

160 kts 5°
190 kts 2°
200 kts 0°

LANDING

Landing flare should normally involve only a 1° to 2° increase in deck angle held on glide slope
during final approach. Avoid trimming stabilizer during flare. Avoid holding off and allowing
airspeed to decrease appreciably below VREF.
After the main gear is firmly on the ground, the speed brakes should be raised as the nose wheel is
being lowered to the runway.

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After applying maximum reverse thrust judged necessary, immediately start reducing reverse
thrust to minimum required by the time the airplane slows to 60 knots. Engines should be in
forward thrust by 60 knots.