Editing Boeing 727 (section)

==Variants==

''Data from: ''Boeing Aircraft since 1916''<ref name="Bowers">{{cite book |last=Bowers|first=Peter M. |title=Boeing Aircraft since 1916 |publisher=Naval Institute Press|location=USA|date=June 1989 |pages=481–492|isbn=978-3-8228-9663-1}}</ref>

The two series of 727 are the initial -100 (originally only two figures as in -30), which was launched in 1960 and entered service in February 1964, and the -200 series, which was launched in 1965 and entered service in December 1967.

===727-100===
{{anchor|727-100}}
[[File:Lufthansa Boeing 727-30C Fitzgerald.jpg|thumb|The initial 727-100 (from [[Lufthansa]] here) is {{cvt|133|ft}} long.]]
[[File:Boeing C-22A (727-30), USA - Air Force AN1131866.jpg|thumb|The sole C-22A.]]

The first 727-100 (N7001U) flew on February 9, 1963.<ref name=cnn/> FAA type approval was awarded on December 24 of that year, with initial delivery to United Airlines on October 29, 1963, to allow pilot training to commence. The first {{not a typo|727 passenger}} service was flown by Eastern Air Lines on February 1, 1964, between Miami, Washington, DC, and Philadelphia.

A total of 571 Boeing 727-00/100 series aircraft were delivered (407 -100s, 53 -100Cs, and 111 -100QCs), the last in October 1972. One 727-100 was retained by Boeing, bringing total production to 572.<ref>Airclaims Jet Programs 1995</ref>

The -100 designation was assigned retroactively to distinguish the original short-body version. Actual aircraft followed a "727-00" pattern. Aircraft were delivered for United Airlines as 727-22, for American Airlines as 727-23, and so on (not -122, -123, etc.) and these designations were retained even after the advent of the 727-200.

;727-100C
Convertible passenger cargo version, additional freight door and strengthened floor and floor beams, three alternative fits:
*94 mixed-class passengers
*52 mixed-class passengers and four cargo pallets ({{cvt|22,700|lb|kg|disp=or}})
*Eight cargo pallets ({{cvt|38,000|lb|kg|disp=or}})

;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 cargo to allow a much faster changeover time of 30 minutes.
[[File:Boeing 727-22(QF), United Parcel Service (UPS) JP5926976.jpg|thumb|A 727-100QF of [[UPS Airlines]]. The air intake for the #2 engine has a distinctive "hump" on converted aircraft.]]
;727-100QF
QF stands for Quiet Freighter. A cargo conversion for [[United Parcel Service]], these were re-engined with [[US Federal Aviation Regulations Part 36 Stage III|Stage 3]]-compliant [[Rolls-Royce Tay (turbofan)|Rolls-Royce Tay]] turbofans.

;Boeing C-22A
:A single 727-30 acquired from the [[Federal Aviation Administration]], this aircraft was originally delivered to [[Lufthansa]]. It served mostly with [[United States Southern Command]] flying from [[Panama City]] / [[Howard Air Force Base]].

;Boeing C-22B
:Four 727-35 aircraft were acquired from [[National Airlines (1934–1980)|National Airlines]] by the [[United States Air Force]] for transporting [[Air National Guard]] and National Guard personnel.

===727-200===
{{anchor|727-200}}<!-- This section is linked from [[ATA Airlines]] -->
[[File:SX-CBF Olympic Boeing 727-284 Corfu Aug 1990 (51871776348).jpg|thumb|The 727-200 (here from [[Olympic Airways]]) is {{cvt|20|ft}} longer. This aircraft is the prototype of 727-200]]

A stretched version of the 727-100, the -200 is {{convert|20|ft|m}} longer ({{convert|153|ft|2|in|m|disp=or}}) than the -100 ({{convert|133|ft|2|in|m|disp=or}}). A {{cvt|10|ft|m}} fuselage section ("plug") was added in front of the wings and another 10&nbsp;ft fuselage section was added behind them. The wing span and height remain the same on both the -100 and -200 ({{convert|108|and|34|ft|m}}, respectively). The original 727-200 had the same maximum 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 {{convert|169000|to|209500|lb|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 December 14, 1967, to [[Northeast Airlines]]. A total of 310 727-200s were delivered before the -200 was replaced on the production line by the 727-200 Advanced in 1972.
;727-200C
A convertible passenger cargo version; only one was built.

;727-200 Advanced 
[[File:LAB Airlines B727-200 (CP-1366) at Jorge Wilstermann International Airport.jpg|thumb|A [[Lloyd Aéreo Boliviano]] Boeing 727-200WL (variant with [[Wingtip device|winglets]])]]
The Advanced version of the 727-200 was introduced in 1970.<ref>{{harvnb|Gilchrist|1996|p=62}}</ref> It featured powerful engines, fuel capacity and MTOW ({{cvt|185800|-|210000|lb|t|disp=or}}) increased the range from {{cvt|1930|to|2550|nmi}} or by {{#expr:(2550/1930-1)*100round0}}%.<ref name=startup/> After the first delivery in mid-1972, Boeing eventually raised production to more than a hundred per year to meet demand by the late 1970s. Of the passenger model of the 727-200 Advanced, a total of 935 were delivered, after which it had to give way to a new generation of aircraft.

[[File:Boeing 727 donation 26 (19129624324).jpg|thumb|Freighter cargo hold]]

;727-200F Advanced
A freighter version of the 727-200 Advanced became available in 1981, designated the Series 200F Advanced. Powered by [[Pratt & Whitney JT8D]]-17A engines, it featured a strengthened fuselage structure, an {{cvt|11|ft|2|in|m}} by {{cvt|7|ft|2|in|m}} forward main deck freight door, and a windowless cabin. Fifteen of these aircraft were built, all for Federal Express. This was the last production variant of the 727 to be developed by Boeing; the last 727 aircraft completed by Boeing was a 727-200F Advanced.

[[File:HK-4637 (7198934904).jpg|thumb|The "Super 27" re-engine has larger [[JT8D]]-200 side engines]]
;Super 27
Certificated by Valsan Partners in December 1988 and marketed by [[Goodrich Corporation|Goodrich]] from 1997, the side engines are replaced by more efficient, quieter JT8D-217C/219, and the center engine gains a hush kit for $8.6 million (but loses the thrust reverser) (2000): fuel consumption is reduced by 10-12%, range and restricted airfield performance are improved.<ref>{{cite magazine |url= https://www.flightglobal.com/FlightPDFArchive/2001/2001%20-%202632.PDF |archive-url= https://web.archive.org/web/20190415100943if_/https://www.flightglobal.com/FlightPDFArchive/2001/2001%20-%202632.PDF |url-status= dead |archive-date= April 15, 2019 |title=Hushkit Survey |magazine=Flight International |date=July 13, 2001 |volume=159 |issue=4789 |page=42 }}</ref>

;Boeing C-22C
A single 727-212 aircraft was operated by the USAF.

===Proposed===
;727-300
A proposed 169-seat version was developed in consultation with United Airlines in 1972, which initially expressed an interest in ordering 50 aircraft. Also, interest was shown from [[Indian Airlines]] for a one-class version with 180 seats. The fuselage would have been lengthened by {{convert|18|ft|m}} and the undercarriage strengthened. The three engines would have been replaced by two more powerful JT8D-217 engines under the T tail.<ref>{{Cite journal |year=1999 |title=American Aviation Historical Society Journal |journal=American Aviation Historical Society |page=121}}</ref><ref>{{cite book|title=Boeing Jetliners|author=Mark Wagner|page=67|publisher=Barnes & Noble|year=1998|isbn=1610607066}}</ref> Many cockpit components would have been in common with the 737-200 and improved engine management systems would have eliminated the need for the [[flight engineer]]. United did not proceed with its order and Indian Airlines instead ordered the larger [[Airbus A300]], so the project was cancelled in 1976.<ref>{{cite news|title=Asia Defense Journal|page=22|year=1977|publisher=Vikrant Group}}</ref>

;727-400
A concept with a {{convert|155|ft|m|adj=on}} fuselage and two high-bypass turbofan engines under the wings (but retaining the T tail) was proposed in 1977. More compact systems, a redesign of the internal space, and removing the need for the flight engineer would have increased the capacity to 189 seats in a two-class configuration. After only a few months, the concept was developed into the Boeing 7N7 design, which eventually became the [[Boeing 757]].<ref>{{cite journal|journal=Aviation Week & Space Technology|volume=107|title=Shortlines|pages=4|year=1977}}</ref>

=== Other variants ===
'''Faw-727'''

This Boeing 727 was reportedly modified by Iraq in early 1988 to serve as an [[ELINT]] platform. It was used during the invasion of Kuwait and Operation Desert Shield.<ref name=":0" /><ref name=":1" />