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B727 Series

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Article Information
Category: Aircraft Family Aircraft Family
Content source: SKYbrary About SKYbrary


Short to medium range narrow body airliner. The Boeing 727 series includes the following variants:

Aircraft Family Members
ICAO Type Designator Name Length (m)
BOEING 727-100 BOEING 727-100 40.6 m
BOEING 727-200 BOEING 727-200 46.7 m


Aircraft 727-100 727-200
Overall Length 40.6 m133.202 ft <br /> 46.7 m153.215 ft <br />
Wing Span 32.9 m107.94 ft <br /> 32.9 m107.94 ft <br />
Engines 3 x P&W JT8D-7 or

3 x P&W JT8D-17R&S

3 x P&W JT8D-9 (64.4 kN) or

3 x P&W JT8D-11 (67,2 kN) or
3 x P&W JT8D-17 (72 kN) or
3 x P&W JT8D-17R (77,4 kN) turbofans,
optional with hush-kits for noise reduction.

Passengers (two-class config.) 131 145
Max. Range 2,300 nm4,259,600 m <br />4,259.6 km <br />13,975,065.627 ft <br /> 2,600 nm4,815,200 m <br />4,815.2 km <br />15,797,900.274 ft <br />
Maximum takeoff weight 77 tonnes77,000 kg <br /> 95.3 tonnes95,300 kg <br />

Accidents & Serious Incidents involving B727 Series

  • B722 / BE10, Atlanta GA USA, 1990 (On 18 January 1990, a Boeing 727-200 landing at Atlanta at night and in good visibility in accordance with an unconditional clearance failed to see that a Beechcraft King Air, which had landed ahead of it, had yet to clear the runway. The 727 was unable to avoid a collision after a late sighting. The 727 sustained substantial damage and the King Air was destroyed. The Investigation attributed the collision to a combination of the failure of the runway controller to detect the lack of separation resulting from their issue of multiple landing clearances and the inadequacy of relevant ATC procedures.)
  • B722, Cotonou Benin, 2003 (On 25 December 2003, a Boeing 727-200 being operated by UTA (Guinea) on a scheduled passenger flight from Cotonou to Beirut with a planned stopover at Kufra, Libya, failed to get properly airborne in day VMC from the 2400 metre departure runway and hit a small building 2.45 metres high situated on the extended centreline 118 metres beyond the end of the runway. The right main landing gear broke off and ripped off a part of the trailing edge flaps on the right wing. The airplane then banked slightly to the right and crashed onto the beach where it broke into several pieces and ended up in the sea where the depth of water varied between three and ten metres. Of the estimated 163 occupants, 141 were killed and the remainder seriously injured.)
  • B722, Hamilton OT Canada 2008 (On 22 July 2008, a Kelowna Flightcraft Air Charter Ltd. Boeing 727-200 was operating a cargo flight from Moncton NB, to Hamilton, OT. After radar vectoring for an approach to Runway 06 at Hamilton, the aircraft touched down hard and bounced before touching down hard a second time. Immediately after the second touchdown, a go-around was initiated. During rotation, the tailskid made contact with the runway. The thrust reverser actuator fairing and the number 2 engine tailpipe made contact with the ground off the departure end of the runway. The aircraft climbed away and then returned for a normal landing on Runway 12. There were no injuries; the aircraft sustained only minor damage.)
  • B722, Lagos Nigeria, 2006 (On 7 September 2006, a DHL Boeing 727-200 overran the runway at Lagos by 400 metres after the First Officer was permitted to attempt a landing in challenging weather conditions on a wet runway off an unstable ILS approach. Following a long and fast touchdown at maximum landing weight, a go around was then called after prior selection of thrust reversers but was not actioned and a 400 metre overrun onto soft wet ground followed. The accident was attributed to poor tactical decision making by the aircraft commander.)
  • B722, Moncton Canada, 2010 (On 24 March 2010, a Boeing 727-200 being operated by Canadian company Cargojet AW on a scheduled cargo flight from Hamilton Ontario to Moncton New Brunswick failed to stop after a night landing on 1875 metre long runway 06 at destination in normal ground visibility and eventually stopped in deep mud approximately 100 metres beyond the runway end and approximately 40 metres past the end of the paved runway end strip. The three operating flight crew, who were the only occupants, were uninjured and the aircraft received only minor damage.)
  • B752/B722, Providence RI USA, 1999 (On December 6, 1999, United Airlines Boeing 757 failed to follow its taxi-in clearance after landing at night in thick fog at Providence RI and ended up at the edge of the runway it had just the landed on as a departing FedEx Boeing 727 passed very close by. The TWR controller, without surface radar available, then made unjustified presumptions about the 757s position and twice cleared a 737 to take off whilst the runway was still obstructed. Fortunately, the crew of that aircraft declined until safety was positively assured by the eventual arrival of the 757 at the terminal.)
  • DC91 / B722, Detroit MI USA, 1990 (On 3 December 1990 a Douglas DC9-10 flight crew taxiing for departure at Detroit in thick fog got lost and ended up stopped to one side of an active runway where, shortly after reporting their position, their aircraft was hit by a departing Boeing 727-200 and destroyed by the impact and subsequent fire. The Investigation concluded that the DC9 crew had failed to communicate positional uncertainty quickly enough but that their difficulties had been compounded by deficiencies in both the standard of air traffic service and airport surface markings, signage and lighting undetected by safety regulator oversight.)
  • DC93 / B722, Madrid Spain, 1983 (On 7 December 1983, a Boeing 727-200 taking off from Madrid in thick fog collided at high speed with a Douglas DC-9 which had not followed its departure taxi clearance to the beginning of the same runway. The DC-9 crew did not advise ATC of their uncertain location until asked for their position after non-receipt of an expected position report. The Investigation concluded that flight deck coordination on the DC-9 had been deficient and noted that gross error checks using the aircraft compasses had not been conducted. The airport was without any surface movement radar.)
  • Vehicles / B722, Hamilton ON Canada, 2013 (On 19 March 2013 a Boeing 727 freighter was cleared to take off on a runway occupied by two snow clearance vehicles. The subsequent cancellation of the take off clearance was not received but a successful high speed rejected take off was accomplished on sight of the vehicles before their position was reached. The Investigation attributed the occurrence to the controller's failure to 'notice' the runway blocked indicator on his display and to his non-standard use of R/T communications. The late sighting of the vehicles by the aircraft crew was due to the elevated runway mid section.)