So it's 2016 and there's this cookiezi guy who's like number 1 in the game, and then he plays blue zenith ,one of the hardest maps, with the hard rock mod (which makes it even harder). He almost gets to the end, but gets a miss on the final hard part. This play gives him 727 pp (performance points). Then later in 2017, he plays the same map, this time adding the hidden mod as well. But he goes on to miss on the SAME part, and gets 727 pp again! Then in 2020, when the cookiezi guy stopped playing, there was a nother guy called aireu, who was playing one of the most played and most well known farm map of the time. He did that with the double time mod (which makes the song 1.5 times faster), which not a lot of people can do, but even like this he holds the FC (full combo) to the end of the map where he unfortunately misses the end jumps and guess what, just like cookiezi before him, he got 727 pp (performance points). Isn't that funny?
Quite simply the plane I trusted most as a passenger. If I had my choice, it was always a 727 for me. Used to fly into some squirrely places, and never once worried on a 727 with some of the great old ex Military throttle jocks who weren't afraid to pin the throttles. You have no idea what you are missing if you never got to fly back then.
I LOVE the 727. Probably because it was my first airplane when I hired on, and in my career I flew it from all 3 seats. Some pilots had a problem with it, but to me it fit like a glove. I feel like it's the one airplane I flew I could most easily go back to if given the chance.
@@IFLYTOO Knew a "T-Dub" 17 year engineer who went through (? ) furloughs, then a few years before he retired, up-graded to captain. He left early before Amurrican came along to but TWA. This was back when captains had to have grey or no hair to up grade. Now you can have purple spiked hair and 8 months in service to up-grade. The 72'-200s with -17s and nose brakes were my favorites. NWA used to run -7s and -9s out of short field ops. Woof.
@@wozja One problem for many pilots lay in the fact the 727 came along early in the jet age. Although the 707 and DC-8 were there first, for many the 727 was their first jet. For those who had been flying the old piston propellor "Thumpers" all their lives, this beast that did everything twice as fast as anything they has ever encountered was a problem. It was "slick", and could get away from you if you're not right on top of it. Even compared to the early 707 and the 8, which were kind of lumbering by comparison, it would acceralate and then climb like a "Homesick Angel". However the one trait the 727 had that set it apart from even other jets was it's landing characteristic. With any other airplane, on landing, you get near the ground, throttle back to idle, raise the nose, and settle to the ground. Not with this beast! Do that with a 727 and the bottom drops out and it will hit the ground like a dump truck dropped off a 2 story building, You had to "fly it onto the ground. " Keep the power on until you have arrested the decent with a little back pressure on the yolk just a foot or 2 from tochdown, THEN come off on the power and roll it forward and down. Done right, the wheels will touch down gently. Do it wrong and you get dirty looks and caustic comments from flight attendants and passengers.
The Boeing 727 was the workhorse of Pacific Southwest Airline's (PSA) fleet. As kids, my sister and I must have flown on these planes at least a hundred times between Northern and Southern California. Our parents were divorced and these planes shuttled us back and forth. Back in those days (1970's) parents could go onto the plane, with their kids, and we could tour the cockpit. Good times...
D B Cooper purportedly hijacked a Northwest Airlines 727 out of Portland, Oregon on its last leg of a flight fr Washington, DC to Seattle. Demanded $200,000 and parachutes. Said he had a bomb. Plane landed in Seattle, money and parachutes delivered, told crew to fly at low altitude after taking off, bailed out the back of the plane, never seen again.
@@centredoorplugsthornton4112 After this Boeing Incorporated the anti hijack device externally, ...a swiveling bracket that with the airflow,prevented the stairs from lowering... simple and effective.
@Inyalabudbud Punjabbidaliwad That was a -100 right? Beer cans? My company chopped up the prototype -200 we had in our fleet, although Boeing wanted it for their museum....(flight engineer too btw)
I worked on many 727's. The last one for UPS with the main cargo door not wanting to pull in & have the overcenter cam lock work in proper sequence. Most of the rest were APU overhauls, onwing(on fuselage) inspections & hydraulic troubleshooting & repair. Fun stuff.
...loved flying on 727s. Enjoyed sitting just behind the wing to watch those massive triple slotted flaps extend during final approach, expanding the effective wing area by about another third. With all the engines in the rear it was relatively quiet inside compared to the 707, 720, DC-8 and Convair 880/990 (hence Eastern's trademark branding of "Whisperjet"), however outside, it was a completely different story. Flown on -100s and -200s as well as the 100 QC (convertible passenger/cargo variant) the latter on Northwest.
The 727 was arguably the most elegant Boeing aircraft. I fondly recall my childhood in South Africa watching the Kulula and Nationwide 727s. I thought I missed the opportunity to catch a flight on this one but was extremely blessed to enjoy two flights on this beauty with Iran Aseman airlines a few years ago. One minor detail I'd like to add/ correct: at 0:50 you zoom into the exhaust of the number 2 engine while talking about the APU. The 727 APU is actually mounted between the main gears (very unusual nowadays) and the exhaust is on the top of the right wing (often leaving black soot marks on the wing). As one of the first aircraft with an APU there was not a standardized location for the APU at that time. The location of the APU also meant that it could only be operated when the gears were down since the APU inlet is in the wheel well. Thanks for the video!
Cool are you working on one currently and for what carrier ?? I figured most would probably be in south America for cargo. A few in the states and Canada for private or VIP
Getting TWA's fully loaded 727-100 out of Salt Lake on a hot summer day was always a challenge. The mountains catch up with you rather quickly! It made us earn our ATC pay!!
when i worked at First Air (Canada) we had several 727-100 combis...huge cargo door on the side, passengers would board using the drop down steps under the tail (very cool feature)...but it's the sound i remember most...the APU exhaust over the wing was deafening even with ear protection it would rattle your brain...and man they were loud taking off...a real crackle from the engines...the 727 was cool bird and one of my favorites...thanks for the video
Thankfully got to fly on a couple of these in the very late 90’s when they were about to be phased out with Delta. Fantastic plane for comfort, as I remember.
I flew as a passenger on the 727 with Ansett Australia many times. I thoroughly enjoyed it. So smooth & quiet in flight. Then as a Pilot I hoped I could crew one, however the closest I got was Fokker F28-1000/4000, still a dinosaur & a lovely one. Not many would know what a F28 is these days.
1970s air travel between England and Spain, the highlight of my childhood using those rear steps! Sitting in the last row of seats I still have the sound of those three “surround sound heavy metal” engines ringing in my ears!
Worked on quite a few. Engine inspections & hydraulic troubleshooting for UPS. Overhauled APU's for many different airlines. GTCP85-98(C)(CK)(HF). Fun stuff!
I still remember going to the airport for my very first flight at only 5yrs/old. The Boeing name and the 707 were already iconic, and I was crushed to learn that we would be flying on a 727😢
One of my fondest memories was a flight from the UK to New Zealand in the mid 90s aboard the RNZAF 727. From England to Shannon Ireland, on to St John's in Canada onto Washington DC. We were supposed to stop in Denver, Colorado however she was snowed in. We went on to our next destination San Fransisco, then on to Honolulu. The final stop before getting back to New Zealand was America Samoa. Could you imagine doing this trip as a 10 year old aerosexual? I had/have always wanted to be a pilot. Though my colour blindness had/has put a dent in that one.
Sounds like a great trip, it was sad seeing our RNZAF 727 airframes sitting derelict in Blenheim next to our entire strike force fleet for many years. Anyway depending on how old you are and if flying is still on your wish list, they are now allowing colour blind pilots to hold medicals for class one operation under night and IFR ops. Buuut with covid 19 its probably not a great industry to get into right now, I'm lucky to still have a job!
Similar issue as the 737 Max, in which the pilots were not trained regarding MCAS--which was intentional, in order to save money for the airlines--according to most of the information published. In WW2, the Martin Company built the B26 bomber which was known as the "widowmaker"--the twin engine bomber was crashing upon landing quite often. Pilots had to be quickly trained to land "hot" to avoid stalls. A lot of the re-training took place at MacDill Field in Tampa, Florida. Martin quickly made adjustments to the wing size & the B26 became a workhorse for the European theater.
"Whisper jet" LIKE HELL! Those things were pretty loud, not much worse than most jets of the time, but still. One of the most successful planes of its era, the right design for the times of early jets, proved itself for many airlines around the world.
It was a copy of the Dehavilland Comet. Sadly the UK government at the time allowed a lot of technology to cross the pond in a shared technology agreement. We are still waiting for the share.
hello I work at ATL for eastern airline , some time the flaps did not retracted after landings, it was a problem for fast turn around .Great machine my second favorite after the 757. saludos thanks for the memories .saludos to former Easter Airlines and Marietta inflight services.workers , you changed the world
Uh, why are we focusing on the number two engine exhaust while listening to a description of the APU, which is located in the right side of the main wheel well? The 727 was indeed designed for shorter runways, but ironically enough the -200 version was immediately labelled as a ground-hugger because of its long takeoff roll when fully loaded. Improved engines eventually lessened the sense of adventure encountered when pushing the throttles forward for takeoff. I first flew on the 727 in 1965 on a local flight from and to Tulsa, a twenty-dollar promotional flight American provided to familiarize people with the comfort of flying on its latest airliner. Working for various airlines, I flew on the 727 as a passenger many times in the 70s and 80s. No airplane before or since has given me such a sense of being at home in the air and safely on the way to my destination as soon as it left the ground. Can't explain it, but a lot of other people seem to feel the same way.
What a beautiful girl that was also fast. And had some party tricks that were ahead of its time like it’s own retractable rear stairs and The APU ,so it could operate without ground support. And love the sound of those three jt8s
Great content as always! The 727 did for the jet short-haul market similar to what her more famous sister the 707 did for long haul. Hats off to an old workhorse! FUN FACT: 727,737 and 757's fuselage cross-section was based on the 707, greatly simplifying design and manufacture.
The difference with the MAX is they were born in different eras and different companies. In the 60 Boeing was a company bringing dreams back to reality and managed by people that was close to the aviation industry and eng. The Boeing Company from 2016 when MAX roll off is a giant compnay managed by accountants with its eng dept isolated from their factories and no one is taking the blame. Two different companies. They will certify the MAX, eventually, but this wasn a 60s jet failing, like most of the jet struggled in this period ... this was avoidable and alamrs were not listened and they waited two crashes to accept it. The 727 is a TANK, the MAX is a SHAME.
G'day Simple, I had a good mate who flew C-47s with the RAAF during WW2. He later flew for one of our domestic carriers; firstly on the few remaining DC-3s then on Viscounts and Electras before converting to the 727. He retired his flying career on 727s. He told me he would always love his old Dakotas, but stressed he thought the 727 was the best commercial aircraft he'd flown. He told me he could have 'put it down' just about anywhere and get it into fields that had never seen a large multi-engined aircraft before. I always enjoyed flying on the 727 but that was back when airlines didn't pack in passengers like sardines. It might have been noisy to outsiders but if you were seated anywhere forward of the wings it was an amazingly quiet flight. Many were sorry to see it go. As for the 737 MAX, although it may come back to us as the safest, most over engineered and most examined airframe in the world, I'll still give it a bit of time in the air before I'll book seats. Thanks for your video. Cheers, BH
Had a wonderful flight on a United 727 from Washington Dulles to Orlando MCO airport. Funny thing was that I thought I was on a 737 until I looked out at the wing and saw no engines!
Interesting. I didn't know Boeing had already bent to sales pressures by not training its clients well enough on the 727 back then. I guess it started happening sooner than we thought. On a more positive note, I remember flying in them, including Eastern's famous Whisperjet which were anything but whisper quiet. They were loud but good planes. I also heard the 727 design was influenced by the previous introduction of the Caravelle and its two-rear engines.
As i type this in Kenya a certain airline company, prolly deals with cargo still flies a 727 F. Wow that thing is super loud. That take off in NBO is so lovely
Back in the day the best engine was the Pratt & Whitney JT 8 D. Three engines gave it more thrust so it needed less runway than a twin engine design. The greater fuel efficiency of modern high bypass ratio engines which are also considerably quieter rendered the design obsolete.
What do you disagree with? The electrical and avionics on the 707 and 727 are the same. Both flyt engineers system panels were modeled the same. Just compare that to the 737. (No flyt engineers station)
@@oldmech619 "was old 707 technology"... Well, I think 727 was some steps higher, hydraulically powered controls versus just the rudder on the 707. Plus avionics were more modern etc. Worked on all the then series on ground, flew 727 ,707 ,747 in that order....(a 10 year interval on A300B4 but it doesn't count here)
This is very sad for me. I never had the opportunity to fly on this magnificent aircraft before it was officially retired from passenger service. I just wish I could find one to fly on to experience the feeling of it.
On 9/11/2001 I towed a 727 off the gate to a parking area. I shut down the APU and came down the rear stairs of the plane. A eerie sound of an airport with no noise stuck me, just the wind. That day changed the travel industry. The 727 was the queen of the airline I worked at, lucky I made it to the end after 38 years. But when I was standing there wondered if I would make it to retirement. The plane was soon retired after that.
It is funny that a few thousand changed the airline industry permanently but we are currently looking at a hundred times as many from a virus. Spread by travel. Will there be permanent changes to protect us from such a much larger threat? I am not confident of that.
Supposedly, Eastern wanted a twin-jet. United wanted 4 engines. American believed that a 4-engine aircraft flying on shorter routes, with fewer seats, made little economic sense. AA said that it would accept a design with 3 engines. Eastern and United said each could accept a 3-engine aircraft. Thus, the engineers got to work.
Eastern always wanted 3 from the beginning for their Caribbean routes. That's why they got the first ones. United wanted 4 for high dense Denver, American liked 3 for safety and as you mentioned economy.
You are 100% correct. I had a small chuckle starting at 0:53 where the narrator starts talking about the APU, but the #2 engine is being shown, but you can see the actual APU exhaust on top of the wing root at the 1:06 mark.
Yes. It’s in the forward part of the main gear well and it extends through the keel beam with the exhaust on the upper right wing root. That and the on-board airstairs (one at the back and one underneath the left forward door oknsome models) made it self sufficient. It was strictly for ground use only. There was no need to use it in the air with three engine driven generators which could all be tied together to power any electrical bus. When the 737 came along they wanted to get rid of the flight engineer. This meant being unable to synchronize and tie generators so they used a split bus system. One generator powered one bus and the other powered a separate bus. But if an engine or generator failed that bus would be unable to receive power. So they made the 737s APU able to be started in flight and each bus can flip flop between the engine driven generators and the APU. The APU is on for takeoff and switched on before landing so power is available if needed.
You mentioned DB Cooper? My country had a war plan where paratroopers would deploy from, using the aft airstairs, plus commando would use it for rapid deployment
You have forgotten the British DH 121 Trident which flew before the Boeing 727 and Boeing at one stage we’re going into a collaboration with De Havilland. Sadly this partnership never materialised and DH went one way and Boeing the other. The result was that the Trident 1C was too small compared to the Boeing 727; thanks to a stupid decision by the launch customer BEA to have it this size. The result was that the worlds airlines bought the larger 727; although DH later produced the Trident two and Trident three which were larger and had a better range comparable to the 727.
Yes, the British Airlines shot themselves in the foot with several aircraft. BOAC insisted that the beautiful VC10 had to be able to fly a full load out of Nairobi, a short, hot, high, airfield. Thus it got lumbered with four engines which were far more powerful, and therefore far thirstier, than they needed to be for any other route BOAC operated. The result was that only 69 were built, whereas Boeing built well over 1000 B707s, in various guises and the British airliner business died out until Airbus.
I've been seeing this plane every other day in the airport cause thats where my parents work when I was a kid and I always spend few observing its fine lines trying to understand the functions of its control surfaces and slots and I also notice, its bigger, longer flaps and ailerons or flaperons
Whenever anyone says ‘if it ain’t Boeing I ain’t going’ I remind them Boeing has history with unsafe designs and inadequate training... I also think the Sud Aviation Caravelle deserves a mention, here. It certainly inspired with more than its airstairs.
I believe the problem was that pilots of the time did not plan for the slow spool up time related to the jet engine. Many of the airline pilots of that era transitioned from the straight wing/piston engined airliners. I don’t think it had anything to do with flap design, but more to do with the swept wing design characteristics. Nothing wrong with the 737MAX either. I just did my recurrent training with two runaway stab events, and they were very easily handled. The MAX was the first airplane to be grounded by the media. Boeing still builds the best airplanes.
Then you’d know that MCAS isn’t a stab runaway. Yeah.. you see the trim wheels going a million miles an hour and the control forces increasing, it’s pretty easy to hit the stab trim cutoff. What’s not so easy is getting a stick shaker telling you you’re stalling combined with slow and intermittent trim wheel action and the forward pressure which is coaxing you to do the instinctive action the shaker is telling you to do. You hit the trim switches and the trim stops and operates the way you want to, but then after a few seconds it starts slowly trimming down again. Either you were the first crew who didn’t know MCAS even existed... or you’re the second crew who did *exactly* what Boeing told them to do and disconnected the trim.... at which point the aerodynamic loads on the stabilizer combined with the smaller size of the MAX trim wheels meant they were unable to retrim the aircraft. At that point they decided to re-engage the trim and MCAS continued trimming the aircraft to its doom. A primary flight control should never have a single point of failure on a transport category aircraft. Boeing and the FAA knew they screwed up. It would have been nothing to have MCAS run from a second AoA probe with cross-talk and disabled with a miscompare or no compare. It also would have been nothing to not include it and break commonality. And just look at how long it’s taking. If it was a small problem it would have been easily fixed. But it’s not.. and it might be the end of the Max, the 737, and perhaps even Boeing itself. “Third world” countries are often the low-hanging fruit of root cause analysis but truth is state owned airlines like Ethiopian are among the safest in the world because money is no object. I think the reason why this never happened in North America or Europe is because the planes are on autopilot 99% of the time which disables MCAS.
Yes, the MCAS system is a flawed design, but the airplanes still should not of crashed. In 23,000 hours of flight, I’ve had a few situations where the automation went a little sideways. You have to determine (quickly) what the heck is going on. You noted the Ethiopian crash in your post. They had the emergency communication from Boeing about MCAS and the actions to follow. The 300 hour F/O correctly identified the problem. They turned off the Stab Cutout switches correctly. Then turned them back on. They never pulled the power back from TOGA. They tried to engage the A/P repeatedly. These guys had not done their homework. The Lion sir incident is equally as bad. The previous flight flew the entire flight with the stick shaker going. A jumpseater told the captain that the trim wheel is moving unnecessarily. It’s the same size wheel as any other 737 by the way. This airplane should have been removed from service. These are not safe airlines.
