Compiled by Matt Zagoren

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1 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 download. Please do not post this information as a web page on your site. To all others: This information is provided for your personal use only. Distribution of this information in any form is not permitted without my approval. Distribution of this information in any payware product, CD or otherwise is not permitted. Compiled by Matt Zagoren

2 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 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 V 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 V 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 fpm rate of climb during cleanup and expedite acceleration to 250 knots. Retract flaps on following speed schedule: 190 knots knots 0 FLAPS TO: 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 st Segment - see above 2nd Segment - At 400 feet AFL, retract flaps to 15 while accelerating to V Maintain takeoff power to 1500 feet AFL. 2

3 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 fpm rate of climb during cleanup and expedite acceleration to 250 knots. Retract flaps on following speed schedule: 190 knots knots 0 FLAPS TO: 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 kts kts kts 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. 3

4 ILS APPROACH 727 ILS Manual Coupled Approach 4

5 NON-PRECISION APPROACH 727 Non-Precision Approach Procedures 5

6 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: If Airborne RETRACT FLAPS TO: 150 kts kts kts kts 0 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: RETRACT FLAPS TO: 160 kts kts 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. 6

7 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. 7

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