Boeing 727

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Boeing 727
Champion Air Boeing 727-200 Advanced
Role Narrow-body jet airliner
National origin United States
Manufacturer Boeing Commercial Airplanes
First flight February 9, 1963
Introduction February 1, 1964 with Eastern Airlines
Status Out of production, in service
Primary users FedEx Express
Capital Cargo International Airlines
Kelowna Flightcraft Air Charter
Cargojet Airways
Produced 1963–1984
Number built 1,831[1]
Variants Boeing C-22

The Boeing 727 is a mid-size, narrow-body three-engine jet airliner built by Boeing Commercial Airplanes. It has a capacity of 149 to 189 passengers and a range of 2,400 to 2,700 nautical miles (4,400 to 5,000 km), depending on variant. Intended for short-haul routes, the 727 is capable of operating out of restricted length runways and smaller airports. Its trijet design features three Pratt & Whitney JT8D engines at the rear section of the aircraft, along with a T-tail. One engine each is mounted on either side of the rear fuselage, while a center-installed engine connects through an S-duct to an air inlet mounted at the junction of the tail and the upper fuselage.

The 727 followed the success of the 707 quad-jet airliner, with which it shares its upper fuselage cross-section and cockpit design. The original 727-100 completed its maiden flight in 1963 and entered service with Eastern Air Lines the following year. The stretched 727-200 first flew in 1967 and entered service with Northeast Airlines later that year. During its production run, the 727 became a mainstay of airlines' domestic route networks, and was also used on short- and medium-range international routes. Passenger, freighter, and convertible versions of the 727 were built.

For over a decade, more 727s were built per year than any other jet airliner. When production ended in 1984, a total of 1,832 aircraft had been produced.[2] The 727's sales record for the most jet airliners ever sold was broken in the early 1990s by its younger stablemate, the 737. In August 2011, 23 examples of the 727-100 and 227 examples of the 727-200 were in airline service.[3] The onset of airport noise regulations have resulted in 727s being equipped with hush kits to meet operating requirements.

Contents

[edit] Development

The Boeing 727 design was a compromise between United Airlines, American Airlines, and Eastern Air Lines requirements for a jet airliner to serve smaller cities with shorter runways and fewer passengers.[4] United Airlines wanted a four-engined aircraft for its flights to high-altitude airports, especially its hub at Stapleton International Airport at Denver, Colorado.[4] American, which was operating the four-engined Boeing 707 and Boeing 720, wanted a twin-engined aircraft for efficiency. Eastern wanted a third engine for its overwater flights to the Caribbean, since at that time twin-engined commercial flights were limited by regulations to routes with 60-minute maximum flying time to an airport (see ETOPS/LROPS). Eventually, the airlines agreed on a trijet.[4]

Production of the 727

In 1959 Lord Douglas, chairman of British European Airways (BEA), suggested that Boeing and de Havilland Aircraft Company (later Hawker Siddeley) work together on their trijet designs, the 727 and D.H.121 Trident, respectively.[5] The two designs had a similar layout, the 727 being slightly larger. At that time Boeing intended to use three Allison AR963 turbofan engines, license-built versions of the Rolls-Royce RB163 Spey used by the Trident.[6][7] Boeing and de Havilland each sent engineers to the other company’s locations to evaluate each other’s designs, but Boeing eventually decided against the joint venture.[8] De Havilland had wanted Boeing to license-build the D.H.121, while Boeing felt the aircraft needed to be designed for the American market, with six-abreast seating and the ability to use runways as short as 4,500 ft.[9]

In 1960 Pratt & Whitney was trying to find a customer for their new JT8D turbofan design study, based on its J52 (JT8A) turbojet,[10] while United and Eastern were interested in having Pratt & Whitney offer an alternative engine to the RB163 Spey.[11] Once Pratt & Whitney agreed to go ahead with development of the JT8D, Eddie Rickenbacker, Chairman of the Board of Eastern, let Boeing know that the airline preferred the JT8D for their 727s. Boeing had previously declined to offer the JT8D, as it was about 1,000 lbs heavier than the RB163, though slightly more powerful. The RB163 was also further along in development than the JT8D. Boeing reluctantly agreed to offer the JT8D as an option on the 727; it later became the sole powerplant.[12]

The middle engine (engine 2) at the very rear of the fuselage gets air from an inlet ahead of the vertical fin through an S-shaped duct.[13] This S-duct proved to be troublesome in that flow distortion in the duct induced a surge in the centerline engine on the take-off of the first flight of the 727-100.[14] This was fixed by the addition of several large vortex generators in the inside of the first bend of the duct.

The 727 had high-lift devices on its wing,[15] thus being one of the first jets able to operate from relatively short runways. Later models of the 727 were stretched to accommodate more passengers[16] and replaced earlier jet airliners such as the Boeing 707 and Douglas DC-8 on domestic routes.

[edit] Design

Lufthansa Boeing 727 at Paris Orly Airport in 1981

The 727 proved to be such a reliable and versatile airliner that it came to form the core of many start-up airlines' fleets. The 727 was successful with airlines worldwide partly because it could use smaller runways while still flying medium-range routes. This allowed airlines to carry passengers from cities with large populations but smaller airports to worldwide tourist destinations. One of the features that gave the 727 its ability to land on shorter runways was its unique wing design.[15] With no wing-mounted engines, leading-edge devices (Krueger, or hinged, flaps on the inner wing and extendable leading edge slats out to the wingtip) and trailing-edge lift enhancement equipment (triple-slotted,[17] aft-moving flaps) could be used on the entire wing. Together these high-lift devices produced a maximum wing lift coefficient of 3.0 (based on the flap-retracted wing area).[14] The 727 was stable at very low speeds compared to other early jets, but domestic carriers learned after review of various accidents that the 40-degree flaps setting could result in a higher-than-desired sink rate or a stall on final approach. These carriers' Pilots' Operation Handbooks disallowed using more than 30 degrees' flaps on the 727, even going so far as installing plates on the flap slot to prevent selection of more than 30 degrees' flaps.

Early 727s had nose gear brakes fitted to reduce braking distance on landing, but these were soon removed from service as they provided little reduction in braking distances, while adding weight and increasing maintenance needs.[citation needed]

Lloyd Aéreo Boliviano 727–200 at Jorge Wilsterman Airport. The rear air stairs are visible at the 727's tail.

The 727 was designed for smaller airports, so independence from ground facilities was an important requirement. This led to one of the 727's most distinctive features: the built-in airstair that opens from the rear underbelly of the fuselage.[15] D. B. Cooper, a hijacker, parachuted from the back of a 727 as it was flying over the Pacific Northwest. Boeing subsequently modified the design with the Cooper vane so that the airstair could not be lowered in flight.[18] Another innovation was the auxiliary power unit (APU), which allowed electrical and air-conditioning systems to run independent of a ground-based power supply, without having to start one of the main engines. An unusual design feature is that the APU is mounted in a hole in the keel beam web, in the main landing gear bay.[14] The 727 is equipped with a retractable tail skid that is designed to protect the aircraft in the event of an over-rotation on takeoff. The 727's fuselage has an outer diameter of 148 inches (3.8 m).[19] This allows six-abreast seating (three per side) and a single aisle when 18 inches (46 cm) wide coach-class seats are installed. An unusual feature of the fuselage is the 10 inch difference between the lower lobe forward and aft of the wing as the higher fuselage height of the centre-section was simply retained towards the rear.

[edit] Noise

The 727 is one of the noisiest commercial jetliners, categorized as Stage 2 by the U.S. Noise Control Act of 1972, which mandated the gradual introduction of quieter Stage 3 aircraft. The 727's JT8D jet engines use older low-bypass turbofan technology, whereas Stage 3 aircraft utilize the more efficient and quieter high-bypass turbofan design. When the Stage 3 requirement was being proposed, Boeing engineers analyzed the possibility of incorporating quieter engines on the 727. They determined that the JT8D-200 engine could be used on the two side-mounted pylons, but the structural changes to fit the larger-diameter engine (49.2 inches (125 cm) fan diameter in the JT8D-200 compared to 39.9 inches (101 cm) in the JT8D-7) into the fuselage at the number two engine location were prohibitive.

Tail section of a Pan Am Boeing 727

Current regulations require that a 727 in commercial service must be retrofitted with a hush kit to reduce engine noise to Stage 3 levels. One such hush kit is offered by FedEx,[20] and has been purchased by over 60 customers.[21] After-market winglets kits, originally developed by Valsan Partners and later marketed by Quiet Wing Corp.[22] have been installed on many 727s to reduce noise at lower speeds, as well as to reduce fuel consumption. Kelowna Flightcraft's maintenance division in Canada has installed winglets on Donald Trump's private 727–100. In addition, Raisbeck Engineering developed packages to enable 727s to meet the Stage 3 noise requirements. These packages managed to get light- and medium-weight 727s to meet Stage 3 with simple changes to the flap and slat schedules. For heavier-weight 727s, exhaust mixers must be added to meet Stage 3.[22] American Airlines ordered and took delivery of 52 Raisbeck 727 Stage 3 systems. Other customers have included TWA, Pan Am, Air Algerie, TAME and many smaller airlines.[23][24]

From September 1, 2010, 727 jetliners (including those with a hush kit) are banned from some Australian airports due to noise.[25]

[edit] Operational history

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In addition to domestic flights of medium range, the 727 was popular with international passenger airlines.[16] The range of flights it could cover (and the additional safety added by the third engine) meant that the 727 proved efficient for short- to medium-range international flights in areas around the world. Prior to its introduction, four-engine jets or propeller-driven airliners were required for transoceanic service.

Interior close-up photo of the cockpit area of a flight simulator for a Boeing 727 at the Pan Am International Flight Academy

The 727 also proved popular with cargo airlines and charter airlines. FedEx Express introduced 727s in 1978.[citation needed] 727s were the backbone of its fleet until recently, but FedEx is now phasing them out in favor of the Boeing 757.[citation needed] Many cargo airlines worldwide employ the 727 as a workhorse, since, as it is being phased out of U.S. domestic service due to noise regulations, it becomes available to overseas users in areas where such noise regulations have not yet been instituted. Charter airlines Sun Country, Champion Air, and Ryan International Airlines all started with 727 aircraft.

N281FE, a FedEX 727-233, departs KPDX

The 727 has proven to be popular where the airline serves airports with gravel, or otherwise lightly improved runways. The Canadian airline First Air, for example, previously used a 727-200C to service the communities of Resolute Bay and Arctic Bay in Nunavut, whose Resolute Bay Airport and Arctic Bay Airport both have gravel runways. The high mounted engines greatly reduce the risk of foreign object damage.

Other companies use the 727 to transport passengers to their resorts or cruise ships. Such was the example of Carnival Cruise Lines, which used both the 727 and 737 to fly both regular flights and flights to transport their passengers to cities that harbored their ships. Carnival used the jets on its airline division, Carnival Air Lines.[citation needed]

According to the Boeing Jetliner Databook, the Justice Prisoner and Alien Transportation System, also known as 'Con Air', currently uses four 727 aircraft to transport persons in legal custody between prisons, detaining centers, courthouses, and other places where they must be transported.

A FedEx 727 at PWM with cargo doors open

At the turn of the 21st century, the 727 was in service with a few airline fleets; however, due to changes by the U.S. FAA and the ICAO in over-water flight requirements, most major airlines had already begun to switch to twin-engine aircraft, which are more fuel-efficient and quieter than the three-engine 727. Also, the 727 was one of the last airliners in service to have a three-person flight crew, including a flight engineer, a crew member whose tasks have been largely automated on newer airliners.

Faced with higher fuel costs (although all major United States airlines phased them out immediately prior to the oil price increases since 2003), lower passenger volumes due to the post-9/11 economic climate, increasing restrictions on airport noise, and the extra expenses of maintaining older planes and paying flight engineers' salaries, most major airlines have phased 727s out of their fleets. Delta Air Lines, the last major U.S. carrier to do so, retired its last 727 from scheduled service in April 2003. Northwest Airlines retired its last 727 from charter service in June 2003. The 727 is still flying for some smaller start-up airlines, cargo airlines, and charter airlines, and it is also sometimes used as a private means of transportation. The official replacement for the 727 in Boeing's lineup was the Boeing 757; however, the smallest 757 variant, the 757–200, is significantly larger than the 727–200, so many airlines replaced their 727s with either the 737–800 or the Airbus A320, both of which are closer in size to the 727–200.

[edit] Variants

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TAP Portugal 727–100

There are two variants of the 727. The 727–100 was launched in 1960 and placed into service in February 1964. The 727–200 was launched in 1965 and placed into service in December 1967.

[edit] 727-100

The first 727-100 flew on February 9, 1963 and FAA type approval was awarded on December 24 of that year. The first delivery to United Airlines was made prior to this on October 29, to allow pilot training to commence. The first 727 passenger service was flown by Eastern Air Lines on February 1, 1964, between Miami, Florida, Washington, D.C., and Philadelphia, Pennsylvania.

A total of 571 727-100s were delivered (407 -100s, 53 -100Cs, and 111 -100QCs). One 727–100 was completed and retained by Boeing, bringing total production to 572.[26]

It should be noted that the -100 designation is a retrospective one to distinguish the original short body version. Aircraft were delivered as 727-22 (United), 727-23 (American) etc. not -122 or -123 and retained these designations even after the advent of the 727-200

727-100C

Convertible passenger cargo version. Additional freight door and strengthened floor and floor beams. Three alternate fits:

  • 94 mixed-class passengers
  • 52 mixed-class passengers and four cargo pallets (22,700 lb, 10,297 kg)
  • Eight cargo pallets (38,000 lb, 17,237 kg)
727-100QC

QC stands for Quick Change. This is similar to the Convertible version with a roller-bearing floor for palletised galley and seating and/or cargo to allow much faster changeover time (30 minutes).

727-100QF

QF stands for Quiet Freighter. A cargo conversion for United Parcel Service, re-engined with Stage III-compliant Rolls-Royce Tay turbofans.

[edit] 727-200

Delta Air Lines 727–200

Stretched version of the 727–100. The −200 is 20 feet (6.1 m) longer (153 feet, 2 inches, 46.7 m) than the −100 (133 feet, 2 inches, 40.6 m). A ten-foot (3-meter) fuselage section ("plug") was added in front of the wings and another ten-foot fuselage section was added behind them. The wing span and height remain the same on both the −100 and −200 (108 feet (33 m) and 34 feet (10 m), respectively). The original 727–200 had the same max gross weight as the 727–100; however, as the aircraft evolved, a series of higher gross weights and more powerful engines were introduced along with other improvements, and, from line number 881, 727-200s are dubbed −200 Advanced. The aircraft gross weight eventually increased from 169,000 to 209,500 pounds (77,000 to 95,000 kg) for the latest versions. The dorsal intake of the number two engine was also redesigned to be round in shape, rather than oval as it was on the 100 series.

The first 727–200 flew on July 27, 1967 and received FAA certification on November 30, 1967. The first delivery was made on 14 December 1967 to Northeast Airlines. A total of 310 727-200s were delivered before giving way to the 727-200Adv in 1972.

727-200C

Convertible passenger cargo version. Only two were built[citation needed].

Syrian Air 727-200Adv
A Kalitta Charters II 727–200, parked at LEX airport, Lexington, KY
727–200 Advanced

MTOW and range increased. Also, cabin improvements.

727-200F Advanced

A freighter version of the 727–200 Advanced became available in 1981 designated the Series 200F Advanced powered by the Pratt & Whitney JT8D-17A engines and featured a strengthened fuselage structure, an 11 ft 2 inch by 7 ft 2 inch forward main deck freight door and a windowless cabin. This was the last production variant of the 727 to be developed by Boeing, and 15 aircraft were built, all for Federal Express. The last 727 aircraft to be completed by Boeing was the Series 200F Advanced for Federal Express.

Super 27

Speed increased by 50 mph (80 km/h), due to replacement of the two side engines with the JT8D-217 or the JT8D-219, which are also found on many MD-80s, along with the addition of hush kits to the center engine. Winglets were added to some of these aircraft to increase fuel efficiency. This modification was originally developed by Valsan Partners, but was later marketed by Quiet Wing Technologies in Redmond, WA.[27]

A DHL 727-200F freighter at San Diego

[edit] Operators

Main article: List of Boeing 727 operators

As of December 2011,Boeing 727 aircraft (all variants) in commercial airline service.[28] Most airlines have small numbers but the following operated ten or more aircraft:[28]

[edit] Government, military, and other operators

In addition, the 727 has seen sporadic government use, having flown for the Belgian, Yugoslavian, Mexican, New Zealand, and Panama air forces, among the small group of government agencies that have used it. The United States military used the 727 as a military transport, designated as the C-22.

 Angola
 Benin
 Bolivia
 Cameroon
 Colombia
 Djibouti
 Ecuador
 Mexico
Former government and military operators
 Belgium
 Greece
  • Hellenic Air Force – a 727 was purchased and converted into a government plane in 1992, and the next government converted it into a charter plane.
 Iran
 New Zealand
 Panama
 Qatar
 Republic of China
 Tajikistan
 Yugoslavia

[edit] Accidents and incidents

As of 2010, a total of 325 incidents involving 727s had occurred, including 112 hull-loss accidents[30] resulting in a total of 3,783 fatalities. The 727 has also been in 178 hijackings involving 345 fatalities.[31]

[edit] Notable accidents and incidents

[edit] Specifications

A comparison of the different 727 variants
Measurement 727–100 727–200 727-200F
Cockpit crew Three
Maximum seating capacity 149 189 N/A
Length 133 ft 2 in (40.6 m) 153 ft 2 in (46.7 m)
Wingspan 108 ft (32.9 m)
Tail height 34 ft (10.3 m)
Zero fuel weight 100,000 lb (45,360 kg) 155,000 lb (70,307 kg)
Maximum take-off weight 169,000 lb (76,818 kg) 209,500 lb (95,028 kg) 194,800 lb (88,360 kg)
Maximum landing weight 137,500 lb (62,400 kg) 161,000 lb (73,100 kg) 164,000 lb (74,389 kg)
Take-off runway length
(at 148,000 lb)		 5,800 ft (1,768 m)
Landing runway length
(at max landing wt)		 4,800 ft (1,463 m) 5,080 ft (1,585 m)
Cruising speed Mach 0.81
Maximum speed Mach 0.90
Cruise altitude 30,000–40,000 feet (9,100–12,000 m)

Maximum altitude 42,000 feet (13,000 m)
Range fully loaded 2,700 nautical miles (5,000 km) 2,400 nautical miles (4,400 km) 2,400 nautical miles (4,400 km)
Maximum fuel capacity 8,186 US gal (31,000 L) 9,806 US gal (37,020 L) 7,988 US gal (30,238 L)
Engines (3x) P&W JT8D-7, −9, −15, −17R&S

Sources: Boeing 727 Specifications,[54] Boeing 727 Airport report[19]

[edit] Orders and deliveries

Orders
 1983   1982   1981   1980   1979   1978   1977   1976   1975   1974   1973   1972 
1 11 38 68 98 125 133 113 50 88 92 119
 1971   1970   1969   1968   1967   1966   1965   1964   1963   1962   1961   1960 
26 48 64 66 125 149 187 83 20 10 37 80
Deliveries
 1984   1983   1982   1981   1980   1979   1978   1977   1976   1975   1974   1973 
8 11 26 94 131 136 118 67 61 91 91 92
 1972   1971   1970   1969   1968   1967   1966   1965   1964   1963   1962   1961 
41 33 55 114 160 155 135 111 95 6 0 0

B727 Orders Deliveries.jpg

[edit] Aircraft on display

The following U.S. museums have Boeing 727s on display or in storage:

[edit] See also

Portal icon Aviation portal
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Related development
Aircraft of comparable role, configuration and era

Related lists

[edit] References

  1. ^ "727 Model Summary". Boeing Commercial Airplanes. http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=727&optReportType=AllModels&cboAllModel=727&ViewReportF=View+Report. Retrieved 10 December 2010. 
  2. ^ Norris and Wagner. Modern Boeing Jetliners. 1999: Motorbooks International, pp. 12–3.
  3. ^ "World Airliner Census". Flight International. August 2011. p. 15. http://www.flightglobal.com/airspace/media/reports_pdf/emptys/87145/world-airliner-census-2011.pdf. Retrieved September 13, 2011. 
  4. ^ a b c "Commercial Jets". Modern Marvels. January 16, 2001. approx. 15 minutes in.
  5. ^ Connors, p.355
  6. ^ "Boeing 727" ANALYSING THE 727
  7. ^ Boeing's Trimotor: BACKGROUND TO THE DEVELOPMENT OF THE 727
  8. ^ Connors, p.357
  9. ^ "Talking to Mr Beall: Boeing's Senior Vice-President in London". Flight. Reed Business Information. 1960-10-04. http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%202303.html. Retrieved 4 March 2011. 
  10. ^ Connors, p.348-349
  11. ^ Connors, p.350
  12. ^ Connors, p.352
  13. ^ "Boeing 727 series. Aircraft & Powerplant Corner."
  14. ^ a b c Case Study in Aircraft Design; the Boeing 727, American Institute of Aeronautics and Astronautics Professional Study Series, September 1978.
  15. ^ a b c Eden, Paul. (Ed). Civil Aircraft Today. 2008: Amber Books, pp. 72–3.
  16. ^ a b Eden 2008, pp. 74–5.
  17. ^ Boeing: http://www.boeing.com/commercial/727family/index.html
  18. ^ Bruce Schneier (2003). Beyond Fear: Thinking Sensibly about Security in an Uncertain World. p. 82. ISBN 0387026207. Archived from the original on November 10, 2007. http://web.archive.org/web/20071110030329/http://portal.aircraft-info.net/article5.html. 
  19. ^ a b 727 Airplane Characteristics for Airport Planning, Boeing.
  20. ^ Fedex Hushkit webpage
  21. ^ Fedex Hushkit Customer List
  22. ^ a b Flight International hush kit survey
  23. ^ James Raisbeck: Breathing New Technology into Aviation Retrieved 25 July 2011
  24. ^ Boeing 727 Stage 3 Noise Reduction Kits Retrieved 25 July 2011
  25. ^ Creedy, Steve (2010-03-30). "Noisy Boeing 727s will be banned". News Corporation. http://www.theaustralian.com.au/business/aviation/noisy-boeing-727s-will-be-banned/story-e6frg95x-1225847176174. Retrieved 2010-03-30. 
  26. ^ Airclaims Jet Programs 1995
  27. ^ Flight International hush kit survey
  28. ^ a b "World Airliner Census". Flight International: 26–49. 2010-08-24. 
  29. ^ Boeing 727. Kiwi Aircraft Images. Retrieved on 2011-01-26.
  30. ^ "Boeing 727 Accident summary", Aviation-Safety.net, 5 May 2007. Retrieved: 13 July 2008.
  31. ^ "Boeing 727 Accident Statistics", Aviation-Safety.net, 3 December 2007. Retrieved: 13 July 2008.
  32. ^ ASN Aircraft accident Boeing 727-92C B-1018 Taipei. Aviation-safety.net. Retrieved on 2011-01-26.
  33. ^ ""Disasters: The Worst Ever". TIME. August 9, 1971. http://www.time.com/time/magazine/article/0,9171,903063,00.html. Retrieved November 27, 2009. 
  34. ^ Boeing website: 727 Breakthroughs
  35. ^ Accident Database: Accident Synopsis 03141979. Airdisaster.com (1979-03-14). Retrieved on 2011-01-26.
  36. ^ UK CAA Document CAA 429 World Airline Accident Summary (ICAO Summary 5/80)
  37. ^ "Accident description PT-TYS". Aviation Safety Network. http://aviation-safety.net/database/record.php?id=19800412-0. Retrieved 22 July 2011. 
  38. ^ aviation-safety.net report on fatal accident to Dan-Air G-BDAN
  39. ^ "Accident description PP-SRK". Aviation Safety Network. http://aviation-safety.net/database/record.php?id=19820608-0. Retrieved 12 August 2011. 
  40. ^ ASN Aircraft accident Boeing 727–225 N819EA Nevado Illimani. Aviation-safety.net. Retrieved on 2011-01-26.
  41. ^ ASN Aircraft accident Boeing 727–256 EC-DDU Bilbao Airport (BIO). Aviation-safety.net. Retrieved on 2011-01-26.
  42. ^ "Criminal Occurrence description". Aviation Safety Network. http://aviation-safety.net/database/record.php?id=19870108-0. Retrieved 26 January 2010. 
  43. ^ ASN Aircraft accident Boeing 727–224 N88705 Tegucigalpa-Toncontin Airport (TGU). Aviation-safety.net. Retrieved on 2011-01-26.
  44. ^ Bombing of Avianca flight a crime against humanity: PG, Colombia Reports, 15 September 2009, Retrieved 15 September 2010
  45. ^ ASN Aircraft accident Boeing 727–231 5N-BBG Ejirin. Aviation-safety.net. Retrieved on 2011-01-26.
  46. ^ "African hunt for stolen Boeing". BBC, June 19, 2003. June 19, 2003. http://news.bbc.co.uk/2/hi/africa/3003058.stm. Retrieved January 2, 2010. 
  47. ^ "FBI search sheet for Ben Charles Padilla". Archived from the original on 2007-04-27. http://web.archive.org/web/20070427001107/http://www.fbi.gov/wanted/seekinfo/padilla.htm. 
  48. ^ "report translation 3x-o031225a." Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile. Retrieved on 9 June 2009.
  49. ^ "Accident description". Aviation Safety Network. http://aviation-safety.net/database/record.php?id=20100102-0. Retrieved 7 January 2010. 
  50. ^ "02. January 2010 Compagnie Africaine d´Aviation Boeing 727–200 9Q-CAA Kinshasa-N´djili International Airport, DR Congo". Jacdec. http://www.jacdec.de/info/2010-01-02_9Q-CAA.pdf. Retrieved 4 January 2010. 
  51. ^ "BBC News – Scores killed in IranAir passenger plane crash". BBC. http://www.bbc.co.uk/news/world-middle-east-12147872. Retrieved 9 January 2010. 
  52. ^ "Iran plane crash toll rises to 77, black box found". Associated Press. http://www.google.com/hostednews/ap/article/ALeqM5hMkxn4SkZCryMP0GdkgkKriT3oAw?docId=35895daf656f4040827f58b8832efeee. Retrieved 9 January 2010. [dead link]
  53. ^ "Reuters News – Fifty-three feared dead in DR Congo plane crash". Reuters. July 8, 2011. http://news.yahoo.com/airplane-carrying-112-crashes-dr-congo-source-143607030.html. Retrieved July 15, 2010. 
  54. ^ Boeing 727 series performance specifications, Boeing.

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