I worked for a freight company many years ago and they put me through the B727 flight engineers training course as a way to familiarize technicians with the airplane. The 727 is in the last group of airplanes that required a flight engineer. The 727 would be considered underpowered today, with it's 3 relatively low thrust JT8D engines and a thrust to weight of more than 4 pounds per pound of thrust. (today, we tend to be at 3 to 1 for one engine inoperative, twin engine safety).
But despite its relatively modest thrust to weight, the plane performed quite well at common loads, and was very popular. Airlines loved them and so did many passengers. They were very fast, with a maximum mach number of 0.90 or 410KIAS. Although they would not cruise that fast, they would regularly cruise at M 0.85-86 and long range cruise was M 0.82. These are very respectable numbers in today's environment of generally slower planes. A service ceiling of 42,000, they would generally cruise in the the lower 30,000 foot range. This put them in slightly warmer air (where the speed of sound was higher) and when combined with the good Mach number, the TAS and ground speed was superb.
The cockpit was quite loud at these speeds, and sometimes passengers found the wind noise objectionable. However, as a general rule, the interior was very quiet and pleasant due to the aft mounted engines. Of course, the roar of those engines was always behind the plane, annoying the airport neighbors, but not the plane's passengers.
The wing had very effective leading edge devices and flaps. This allowed reasonable takeoff and approach speeds. And the significant 32 degree (B737 is 25 deg) wing sweep along with high wing loading, gave a very smooth and pleasant ride.
I would much rather ride in a 727 than any of the new crop of small regional jets that are so incredibly cramped, noisy and uncomfortable. For those who have never experienced a 727, they were more comfortable, far quieter, smoother and a whole bunch faster than many of the short haul planes today. Passengers knew the ride was going to be a good one, from the very start of the pushback from the gate. Smooth, quiet, refined.
But despite its relatively modest thrust to weight, the plane performed quite well at common loads, and was very popular. Airlines loved them and so did many passengers. They were very fast, with a maximum mach number of 0.90 or 410KIAS. Although they would not cruise that fast, they would regularly cruise at M 0.85-86 and long range cruise was M 0.82. These are very respectable numbers in today's environment of generally slower planes. A service ceiling of 42,000, they would generally cruise in the the lower 30,000 foot range. This put them in slightly warmer air (where the speed of sound was higher) and when combined with the good Mach number, the TAS and ground speed was superb.
The cockpit was quite loud at these speeds, and sometimes passengers found the wind noise objectionable. However, as a general rule, the interior was very quiet and pleasant due to the aft mounted engines. Of course, the roar of those engines was always behind the plane, annoying the airport neighbors, but not the plane's passengers.
The wing had very effective leading edge devices and flaps. This allowed reasonable takeoff and approach speeds. And the significant 32 degree (B737 is 25 deg) wing sweep along with high wing loading, gave a very smooth and pleasant ride.
I would much rather ride in a 727 than any of the new crop of small regional jets that are so incredibly cramped, noisy and uncomfortable. For those who have never experienced a 727, they were more comfortable, far quieter, smoother and a whole bunch faster than many of the short haul planes today. Passengers knew the ride was going to be a good one, from the very start of the pushback from the gate. Smooth, quiet, refined.
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