View source for Boeing 727

{{Short description|Three-engined single-aisle airliner family by Boeing}}
{{Use mdy dates|date=October 2012}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout, and guidelines. -->
{{Infobox aircraft
| name = Boeing 727
| logo = B727.svg
| image = File:B-727 Iberia (cropped).jpg
| image_caption = A stretched 727-200 of [[Iberia (airline)|Iberia]]
| aircraft_type = [[Narrow-body aircraft|Narrow-body jet airliner]]
| national_origin = United States
| manufacturer = [[Boeing Commercial Airplanes]]
| designer = 
| first_flight = {{start date and age|1963|2|9}}<ref name=boeing-history>{{cite web |url= http://www.boeing.com/history/products/727.page |title= 727 Commercial transport: Historical Snapshot |publisher= Boeing}}</ref>
| introduction = February 1, 1964, with [[Eastern Air Lines]]
| status = In limited cargo and executive service{{efn|Retired from airline passenger use in January 2019<ref name="lastcom"/>}}
| produced = 1962–1984
| retired = 
| primary_user = [[USA Jet Airlines]]<!--Limit one (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields based on number of their fleets. -->
| more_users = <!--Limit is three (3) in 'more users' field. -->{{Unbulleted list
  | [[Aerosucre]]
  | [[Air Class Líneas Aéreas]]
  | [[IFL Group]]
 }}
| number_built = 1,832<ref name=727_family>{{cite web |title=727 Family |publisher=Boeing Commercial Airplanes |url=http://www.boeing.com/commercial/727family/ |access-date=May 14, 2012 |quote=By January 1983, orders reached 1,831. One Boeing-owned test airplane brought the grand total to 1,832. |url-status=dead |archive-url=https://web.archive.org/web/20120503130042/http://www.boeing.com/commercial/727family/ |archive-date=May 3, 2012  }}</ref>
| variants = 
}}

The '''Boeing 727''' is an American [[Narrow-body aircraft|narrow-body airliner]] that was developed and produced by [[Boeing Commercial Airplanes]].
<!--development-->
After the heavier [[Boeing 707|707]] quad-jet was introduced in 1958, Boeing addressed the demand for shorter [[flight length]]s from smaller airports.
On December 5, 1960, the 727 was launched with 40 orders each from [[United Airlines]] and [[Eastern Air Lines]].<!--ref name=boeing-history/-->
The first 727-100 rolled out on November 27, 1962, first flew on February 9, 1963,<!--ref name=boeing-history/--> and entered service with Eastern on February 1, 1964.

<!--design-->
The only [[trijet]] aircraft to be produced by Boeing, the 727 is powered by three [[Pratt & Whitney JT8D]] [[Turbofan|low-bypass turbofans]] below a [[T-tail]], one on each side of the rear fuselage and a center one fed through an [[S-duct]] below the tail.<!--ref name=srjhnapp-->
It shares its six-abreast upper fuselage cross-section and cockpit with the 707 that was also later used on the [[Boeing 737|737]].
The {{Convert|133|ft|m|-long|adj=mid}} 727-100 typically carries 106 passengers in two classes over {{Convert|2,250|nmi|abbr=~|lk=in}}, or 129 in a single class.
<!--variants-->
Launched in 1965, the stretched 727-200 flew in July 1967 and entered service with [[Northeast Airlines]] that December.
The {{cvt|20|ft}} longer variant typically carries 134 passengers in two classes over {{cvt|2,550|nmi}}, or 155 in a single class.
A [[Cargo aircraft|freighter]] and a "Quick Change" [[Combi aircraft|convertible]] version were also offered.

<!--Operational history-->
The 727 was used for [[domestic flight]]s and on  [[international flight]]s within its range.
Airport [[noise regulation]]s have led to [[hush kit]] installations. 
Its last commercial passenger flight was in January 2019.<!--ref name="lastcom"-->
It was succeeded by the [[Boeing 757|757]] and larger variants of the 737.
<!--Accidents and incidents-->
There have been 353 incidents involving the Boeing 727.<ref name=":2">{{Cite web |title=Aviation Safety Network > Boeing 727 |url=https://aviation-safety.net/database/types/Boeing-727/index |access-date=2024-03-05 |website=aviation-safety.net}}</ref>
<!--Orders and deliveries-->
Production ended in September 1984<!--ref name=727_family/--> with 1,832 having been built. The 727 was an industry workhorse for many years, often fondly referred to as "the [[Douglas DC-3|DC-3]] of the Jet Age."<ref>{{cite web |url=https://www.aero-news.net/ANNTicker.cfm?do=main.textpost&id=5647D163-4E01-4E01-A60A-F8910ACC80D3 |title=End of an Era: American's Last 727 Flights |date=May 1, 2002 |website=aero-news.net |access-date=January 1, 2025}}</ref>

==Development==
[[File:Black and white image of Boeing 727 production.jpg|thumb|Production of the 727]]
[[File:Boeing 727 donation 22 (19744962922).jpg|thumb|[[University of the Fraser Valley]] Aviation department Boeing 727, showing the three-crew cockpit (2015)]]

The Boeing 727 design was a compromise among [[United Airlines]], [[American Airlines]], and [[Eastern Air Lines]]; each of the three had developed requirements for a jet airliner to serve smaller cities with shorter runways and fewer passengers.<ref name=modern>{{cite episode |title= Commercial Jets |series= [[Modern Marvels]] |airdate= January 16, 2001 |season= A149 |minutes= approx. 15}}</ref> United Airlines requested a four-engine aircraft for its flights to high-altitude airports, especially its hub at [[Stapleton International Airport]] in [[Denver, Colorado]].<ref name=modern/> American Airlines, which was operating the four-engined [[Boeing 707]] and [[Boeing 720]], requested a twin-engined aircraft for efficiency. Eastern Airlines wanted a third engine for its overwater flights to the Caribbean, since at that time twin-engine commercial flights were limited by regulations to routes with 60-minute maximum flying time to an airport (see [[ETOPS]]). Eventually, the three airlines agreed on a [[trijet]] design for the new aircraft.<ref name=modern/>
[[File:Boeing 727 cockpit Aviation museum (29097199906).jpg|thumb|Boeing 727 cockpit]]
[[File:B727 Flight Engineer's Station (7296917410).jpg|thumb|Flight engineer's station on a Boeing 727-200F]]
In 1959, [[Sholto Douglas, 1st Baron Douglas of Kirtleside|Lord Douglas]], chairman of [[British European Airways]] (BEA), suggested that Boeing and [[de Havilland|de Havilland Aircraft Company]] (later [[Hawker Siddeley]]) work together on their trijet designs, the 727 and [[Hawker Siddeley Trident|D.H.121 Trident]], respectively.<ref name="Connors, p.355">{{harvnb|Connors|2010|p=355}}</ref> The two designs had a similar layout, the 727 being slightly larger. At that time Boeing intended to use three [[Allison Engine Company|Allison]] AR963 turbofan engines, license-built versions of the [[Rolls-Royce Spey|Rolls-Royce RB163 Spey]] used by the Trident.<ref>{{cite magazine |url=http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%202990.html |title=Analysing the 727 |date=December 16, 1960 |magazine=Flight |volume=78 |issue=2071 |via=Flightglobal Archive |access-date=April 1, 2015}}</ref><ref>{{cite magazine |author=Alastair Pugh |url=http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%203096.html |title=Boeing's Trimotor |date=December 30, 1960 |magazine=Flight |volume=78 |issue=2073 |via=Flightglobal Archive |access-date=April 1, 2015}}</ref> 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.<ref name="Connors, p.357">{{harvnb|Connors|2010|p=357}}</ref> De Havilland had wanted Boeing to license-build the D.H.121, while Boeing felt that the aircraft needed to be designed for the American market, with six-abreast seating and the ability to use runways as short as {{convert|4500|ft|m}}.<ref>{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%202303.html |title= Talking to Mr Beall: Boeing's Senior Vice-President in London |date=October 4, 1960|work=Flight|publisher=Reed Business Information |access-date=March 4, 2011}}</ref>

In 1960, [[Pratt & Whitney]] was looking for a customer for its new [[Pratt & Whitney JT8D|JT8D]] turbofan design study, based on its [[Pratt & Whitney J52|J52 (JT8A)]] turbojet,<ref name="Connors, p.348">{{harvnb|Connors|2010|pp=348–349}}</ref> while United and Eastern were interested in a Pratt & Whitney alternative to the RB163 Spey.<ref name="Connors, p.350">{{harvnb|Connors|2010|p=350}}</ref> Once Pratt & Whitney agreed to go ahead with development of the JT8D, [[Eddie Rickenbacker]], chairman of the board of Eastern, told Boeing that the airline preferred the JT8D for its 727s. Boeing had not offered the JT8D, as it was about {{cvt|1000|lb|kg}} 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, and it later became the sole powerplant.<ref name="Connors, p.352">{{harvnb|Connors|2010|p=352}}</ref>

With [[high-lift device]]s<ref name=eden72>Eden, Paul. (Ed). ''Civil Aircraft Today.'' 2008: Amber Books, pp. 72–3.</ref> on its wing, the 727 could use shorter runways than most earlier jets (e.g. the {{cvt|4800|ft|m|}} runway at [[Key West International Airport]]).

A later 727 model, the 727-200, was stretched by 20 feet (6.10 metres) to carry 58 more passengers<ref name=eden74>Eden 2008, pp. 74–5.</ref> and replaced earlier jet airliners on short- and medium-haul routes such as the Boeing 707 and [[Douglas DC-8]], as well as aging propeller airliners such as the [[Douglas DC-4|DC-4]], [[Douglas DC-6|DC-6]], [[Douglas DC-7|DC-7]], and the [[Lockheed Constellation]]s.

For over a decade, more 727s were built per year than any other jet airliner; in 1984, production ended with 1,832 built<ref name=727_family/> and 1,831 delivered, the highest total for any jet airliner until the [[Boeing 737|737]] surpassed it in the early 1990s.<ref>Norris and Wagner. ''Modern Boeing Jetliners'', pp. 12–3. Motorbooks International, 1999.</ref>

==Design==
[[File:S-duct-Boeing-727.jpg|thumb|Diagram of the 727 with engine 2 S-duct in red]]
[[File:Northwest Boeing 727 airstair (1975).jpg|thumb|A 727 tail (from [[Northwest Airlines]]) with its distinctive rear airstairs]]
The airliner's middle engine (engine 2) at the very rear of the fuselage gets air from an inlet ahead of the vertical fin through an [[S-duct|S-shaped duct]].<ref name="a_and_pc_727">"[https://web.archive.org/web/20070203135411/http://home.swipnet.se/~w-65189/transport_aircraft/b727/boeing_727_series.htm Boeing 727 series]. Aircraft & Powerplant Corner."</ref> 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.<ref name=AIAAcase>''Case Study in Aircraft Design; the Boeing 727'', American Institute of Aeronautics and Astronautics Professional Study Series, September 1978.</ref> This was fixed by the addition of several large [[vortex generator]]s in the inside of the first bend of the duct.

[[File:Boeing 727-228-Adv, Iran Aseman Airlines AN0923420.jpg|thumb|Six-abreast seating in an [[Iran Aseman Airlines]] Boeing 727]]

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, which initially could be opened in flight.<ref name=eden72/> Hijacker [[D. B. Cooper]] used this hatch when he 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.<ref>{{cite book |title = Beyond Fear: Thinking Sensibly about Security in an Uncertain World |author = Bruce Schneier |year = 2003 |url = https://archive.org/details/beyondfearthinki00schn_0/page/82 |isbn = 0-387-02620-7 |page = [https://archive.org/details/beyondfearthinki00schn_0/page/82 82] |publisher = Springer |url-access = registration }}</ref> The design included an [[auxiliary power unit]] (APU), which allowed electrical and air-conditioning systems to run independently of a ground-based power supply, and 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.<ref name=AIAAcase /> The 727 is equipped with a retractable tailskid that is designed to protect the aircraft in the event of an over-[[Rotation (aviation)|rotation]] on takeoff. The 727's fuselage has an outer diameter of {{convert|148|in|m}}. This allows six-abreast seating (three per side) and a single aisle when {{convert|18|in|cm|adj=on}} wide coach-class seats are installed. An unusual feature of the fuselage is the {{convert|10|in|cm|adj=on}} difference between the lower lobe forward and aft of the wing as the higher fuselage height of the center section was simply retained towards the rear.

Nosewheel brakes were available as an option to reduce [[braking distance]] on landing, which provided reduction in braking distances of up to {{cvt|150|m|ft|order=flip}}.<ref>Lufthansa. ''Operating Manual Boeing 727'', pp. 1.4.32-1, 4.3.4-2.</ref>
[[File:AeroSur Boeing 727 Tail (7375662050).jpg|thumb|[[Empennage|Tail]] of a Boeing 727 (from [[AeroSur]]) with its distinctive T-tail and S-shaped duct feeding the center engine in the tail cone.]]
The 727 proved to be such a reliable and versatile airliner that it came to form the core of many startup 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 clean wing design.<ref name=eden72/> 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,<ref>{{cite web|url=http://www.boeing.com/commercial/727family/index.html |title=Boeing 727 |publisher=Boeing |access-date=March 16, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110524144925/http://www.boeing.com/commercial/727family/index.html |archive-date=May 24, 2011  }}</ref> Fowler [[Flap (aircraft)|flap]]s) 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).<ref name=AIAAcase /> The 727 was stable at very low speeds compared to other early jets, but some domestic carriers learned after review of various accidents that the 40° flap setting could result in a higher-than-desired sink rate or a stall on final approach.<ref>{{Cite news |date=March 25, 2019 |title=Five decades ago, Boeing's new 727 jet also had a terrible start |language=en |work=Reuters |url=https://www.reuters.com/article/ethiopia-airplane-history-idINKCN1R62IA |access-date=June 7, 2022}}</ref> These carriers' Pilots' Operation Handbooks disallowed using more than 30° of flaps on the 727, even going so far as installing plates on the flap lever slot to prevent selection of more than 30° of flaps.

===Noise===
[[File:Boeing 737-2B7-Adv, Dasab Airlines AN0992824.jpg|thumb|Stage 3 [[hush kit]] mixer for the<br />JT8D-1 through -17 engines]]

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 [[Pratt & Whitney JT8D|JT8D]] jet engines use older [[low-bypass turbofan]] technology, whereas Stage 3 aircraft use 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. The JT8D-200 engines are much quieter than the original JT8D-1 through -17 variant engines that power the 727, as well as more fuel efficient due to the higher bypass ratio, but the structural changes to fit the larger-diameter engine ({{convert|49.2|in|cm|adj=on}} fan diameter in the JT8D-200 compared to {{convert|39.9|in|cm}} in the JT8D-1 through -17) into the fuselage at the [[Aircraft engine position number|number two]] engine location were prohibitive.{{citation needed|date=March 2020}}

Current regulations require that a 727, or any other Stage 2 noise jetliner in commercial service must be [[retrofit]]ted with a [[hush kit]] to reduce engine noise to Stage 3 levels to continue to fly in U.S. airspace. These regulations have been in effect since December 31, 1999. One such hush kit is offered by [[FedEx]],<ref>{{cite web|url=http://www.fedex.com/us/hushkit/helpdecide/?link=4#Installation|title=Boeing 727 - Stage 3 Kits|work=fedex.com|access-date=April 1, 2015}}</ref> and has been purchased by over 60 customers.<ref>{{cite web|url=http://www.fedex.com/us/hushkit/helpdecide/customers.html?link=4|title=Case Study - Plane Quiet|work=fedex.com|access-date=April 1, 2015}}</ref> Aftermarket [[Wingtip device|winglet]] kits, originally developed by Valsan Partners and later marketed by Quiet Wing Corp. have been installed on many 727s to reduce noise at lower speeds, as well as to reduce fuel consumption.<ref name=FltSrvy>{{cite magazine |url=https://www.flightglobal.com/FlightPDFArchive/2001/2001%20-%202631.PDF |archive-url=https://web.archive.org/web/20160422175538/https://www.flightglobal.com/FlightPDFArchive/2001/2001%20-%202631.PDF |url-status=dead |archive-date=April 22, 2016 |title=Hushkit Survey |magazine=Flight International |date=July 13, 2001 |volume=159 |issue=4789 |page=41 |access-date=December 23, 2020 }}</ref> In addition, [[James D. Raisbeck|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.<ref name=FltSrvy /> American Airlines ordered and took delivery of 52 Raisbeck 727 Stage 3 systems. Other customers included TWA, Pan Am, Air Algérie, TAME, and many smaller airlines.<ref>{{cite web |author=James Raisbeck |url=http://www.airportjournals.com/Display.cfm?varID=0803018 |title=Breathing New Technology into Aviation |archive-url=https://web.archive.org/web/20120627051623/http://airportjournals.com/Display.cfm?varID=0803018 |archive-date=June 27, 2012 |access-date=July 25, 2011}}</ref><ref>{{cite web |url=http://www.raisbeck.com/ca/stage3/index.html |title=Boeing 727 Stage 3 Noise Reduction Kits |archive-url=https://web.archive.org/web/20110603041711/http://www.raisbeck.com/ca/stage3/index.html |archive-date=June 3, 2011 |access-date=July 25, 2011}}</ref>

Since September 1, 2010, 727 jetliners (including those with a hush kit) are banned from some Australian airports because they are too loud.<ref>{{cite news |url=https://www.news.com.au/travel/travel-updates/noisy-727s-banned-from-australian-airports-/news-story/007460baa7a38be0e5497243e355244f |title=Noisy 727s banned from Australian airports |first=Steve |last=Creedy |date=March 30, 2010 |work=[[News.com.au]] |access-date=January 7, 2025}}</ref>

==Operational history==
[[File:Boeing 727-25C, FedEx JP110728.jpg|thumb|A [[FedEx Express]] 727-25C in 1993]]
[[File:Boeing 727-247-Adv, Delta Air Lines AN0200778.jpg|thumb|[[Delta Air Lines]] retired its last 727 from scheduled service in April 2003]]
[[File:11gg - Northwest Airlines Boeing 727-251; N203US@FLL;30.01.1998 (8064695962).jpg|thumb|[[Northwest Airlines]] retired its last 727 from charter service in June 2003]]
[[File:Boeing 727-228-Adv, Iran Aseman Airlines AN1003609.jpg|thumb|[[Iran Aseman Airlines]] operated the last scheduled 727 passenger flight in 2019.]]
In addition to domestic flights of medium range, the 727 was popular with international passenger airlines.<ref name=eden74/> 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.

The 727 also proved popular with cargo and charter airlines. [[FedEx Express]] introduced 727s in 1978.<ref name="auto">{{cite web|title=End of an Era as FedEx Express Retires Last B727|url=http://news.van.fedex.com/end-era-fedex-express-retires-last-b727|website=FedEx.com|access-date=September 15, 2014|archive-date=September 15, 2014|archive-url=https://web.archive.org/web/20140915141844/http://news.van.fedex.com/end-era-fedex-express-retires-last-b727|url-status=dead}}</ref> The 727s were the backbone of its fleet until the 2000s; FedEx began replacing them with [[Boeing 757]]s in 2007.<ref name="auto"/> Many cargo airlines worldwide employ the 727 as a workhorse, since, as it is being phased out of U.S. domestic service because of 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.{{citation needed|date=April 2021}}

The 727 had some military uses as well. Since the aft stair could be opened in flight, the Central Intelligence Agency used them to drop agents and supplies behind enemy lines in [[Vietnam War|Vietnam]].{{sfn|Himmelsbach|Worcester|1986|p=43}} In early 1988, The [[Iraqi Air Force]] modified a Boeing 727 by fitting it with [[Thomson-CSF]] TMV-018 Syrel pods for ESM and Raphael-TH pods with [[Side looking airborne radar|side looking radar]]. Known as 'Faw-727', it was reportedly used as an [[Signals intelligence|ELINT]] platform in the [[Iraqi invasion of Kuwait|invasion of Kuwait in 1990]] (during which it was briefly locked on by a Kuwaiti Mirage F1 on August 2) and the subsequent Iraqi monitoring of Coalition forces during [[Gulf War|Desert Shield]].<ref name=":0">{{Cite book |last=Cooper |first=Tom |title=In the claws of the Tomcat - US Navy F-14 Tomcats in Air Combat against Iran and Iraq, 1987-2000 |publisher=Helion & Company Limited |year=2021 |isbn=978-1-915070-23-4 |pages=28}}</ref><ref name=":1">{{Cite book |last=Cooper |first=Tom |title=Desert Storm - Volume 1: The Iraqi Invasion of Kuwait and Operation Desert Shield 1990-1991 |year=2019 |isbn=978-1-915070-05-0 |pages=24,26,49,54,107}}</ref>

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 727-100C to serve the communities of [[Resolute Bay]] and [[Arctic Bay, Nunavut|Arctic Bay]] in Nunavut, whose [[Resolute Bay Airport]] and former [[Nanisivik Airport]] both have gravel runways. The high-mounted engines greatly reduce the risk of [[foreign object damage]].{{citation needed|date=April 2021}}

A military version, the Boeing C-22, was operated as a medium-range transport aircraft by the [[Air National Guard]] and [[National Guard Bureau]] to [[airlift]] personnel. A total of three C-22Bs were in use, all assigned to the [[201st Airlift Squadron]], [[District of Columbia Air National Guard]].<ref>{{cite book |last= Frawley |first= Gerard |title= The International Directory of Military Aircraft, 2002–2003 |year= 2002 |publisher= Aerospace Publications Pty Ltd |location= Fyshwick, ACT, Australia |isbn= 1-875671-55-2 }}</ref>

At the start of the 21st century, the 727 remained in service with a few large airlines. Faced with higher fuel costs, lower passenger volumes due to the post-[[September 11, 2001 attacks|9/11]] economic climate, increasing restrictions on airport noise, and the extra expenses of maintaining older planes and paying [[flight engineer]]s' salaries, most major airlines phased out their 727s; they were replaced by [[twinjet|twin-engined aircraft]], which are quieter and more fuel-efficient. Modern airliners also have a smaller flight deck crew of two pilots, while the 727 required two pilots and a flight engineer. [[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. Many airlines replaced their 727s with either the [[Boeing 737 Next Generation|737-800]] or the [[Airbus A320 family|Airbus A320]]; both are close in size to the 727-200. {{As of|2013|7}}, a total of 109 Boeing 727s were in commercial service with 34 airlines;<ref name=Flight_2013>{{cite magazine |title=World Airliner Census |magazine =[[Flight International]] |volume=184 |issue=5403 |date=August 13, 2013 |pages=40–58 [49]}}</ref> three years later, the total had fallen to 64 airframes in service with 26 airlines.<ref name="fleetreport2016">{{cite book|url=https://www.flightglobal.com/asset/18365|title=World Airliner Census|last=FlightGlobal|year=2017|page=34|format=PDF|access-date=January 1, 2018}}</ref>

On March 2, 2016, the first 727 produced (N7001U), which first flew on February 9, 1963, made a flight to a museum after extensive restoration. The 727-100 had carried about three million passengers during its years of service. Originally a prototype, it was later sold to United Airlines, which donated it to the [[Museum of Flight]] in Seattle in 1991. The jet was restored over 25 years by the museum and was ferried from [[Paine Field]] in Everett, Washington to [[Boeing Field]] in Seattle, where it was put on permanent display at the Aviation Pavilion.<ref name=cnn>{{cite news |first1= Brandon |last1= Farris |first2=Royal Scott |last2=King |title= Iconic first Boeing 727 makes final flight |url= http://www.cnn.com/2016/03/02/aviation/boeing-727-final-flight/ |archive-url= https://web.archive.org/web/20160304100050/http://www.cnn.com/2016/03/02/aviation/boeing-727-final-flight/ |archive-date=March 4, 2016 |newspaper=CNN |access-date=March 4, 2016}}</ref><ref>{{cite web |last1= Siebenmark |first1= Jerry |title= Final Flight of First 727 Planned for Wednesday |url= http://www.aviationpros.com/news/12177335/final-flight-of-first-727-planned-for-wednesday |access-date=March 4, 2016 |date=March 2, 2016 |url-status=dead |archive-url= https://web.archive.org/web/20160306232953/http://www.aviationpros.com/news/12177335/final-flight-of-first-727-planned-for-wednesday |archive-date=March 6, 2016  }}</ref><ref>{{cite web |last1=Siebenmark |first1=Jerry |title=Wichitans made parts for, flew on Boeing 727 |url= http://www.kansas.com/news/business/aviation/article63568197.html |access-date=March 4, 2016 |date=March 3, 2016}}</ref> The Federal Aviation Administration granted the museum a special permit for the 15-minute flight. The museum's previous 727-223, tail number N874AA, was donated to the [[National Airline History Museum]] in Kansas City and was planned to be flown to its new home once FAA ferry approval was granted.<ref>{{cite web |title= Boeing 727-223 |url= http://www.airlinehistory.org/the-aircraft/boeing-727-223/ |website= National Airline History Museum |access-date= March 14, 2016 |url-status= dead |archive-url= https://web.archive.org/web/20160314234607/http://www.airlinehistory.org/the-aircraft/boeing-727-223/ |archive-date= March 14, 2016 |df= mdy-all }}</ref> After a series of financial problems with the restoration, N874AA was seized by Boeing Field for nonpayment of storage fees in 2021 and subsequently broken up and scrapped.<ref name=":3">{{Cite web|date=November 18, 2021|title='Absolutely tragic.' The grisly demolition at Seattle's Boeing Field of an old 727|url=https://www.seattletimes.com/seattle-news/absolutely-tragic-the-grisly-demolition-at-seattles-boeing-field-of-an-old-727/|access-date=January 20, 2022|website=The Seattle Times|language=en-US}}</ref>

[[Iran Aseman Airlines]], the last passenger airline operator, made the worldwide last scheduled 727 passenger flight on January 13, 2019 between [[Zahedan]] and [[Tehran]].<ref>{{cite web | last=Falcus | first=Matt | title=Iran Aseman Retires Last Scheduled Boeing 727 | website=Airport Spotting Blog | date=January 14, 2019 | url=http://www.airportspotting.com/iran-aseman-retires-scheduled-boeing-727/ | access-date=January 15, 2019}}</ref><ref name="lastcom">{{cite news |last1=Guy |first1=Jack |title=Boeing's famous trijet 727 makes last commercial flight |url=https://www.cnn.com/travel/article/boeing-727-last-flight-scli-intl/index.html |work=[[CNN]] |date=January 22, 2019 |language=en}}</ref>

==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.  Prior to the introduction of the 727-200, all short-body aircraft followed a "727-00" pattern.  Aircraft were delivered for United Airlines as 727-22, for American Airlines as 727-23 and these designations were retained even after the advent of the 727-200.  However, short-body aircraft ordered after the introduction of the 727-200 followed the new "727-100" pattern (i.e. 727-123 for American Airlines).<ref name=":03">{{Cite book |last=Simpson |first=Ron |url= |title=Airlife's Commercial Aircraft and Airliners |date=1999 |publisher=Airlife |isbn=1-84037-073-4 |location=Shrewsbury, England |pages=74 |oclc=}}</ref>

;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 727-22C(QF), United Parcel Service - UPS (Star Air) AN0780472.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:Boeing 727-284, Olympic AN0200668.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:Lloyd Aéreo Boliviano Boeing 727-259 CP-2429 Cochabamba 2007-08-18.jpg|thumb|A 727-200 Advanced (from [[Lloyd Aéreo Boliviano]]), equipped 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:Super 27 - HK-4637 Boeing 727 LAS Líneas Aéreas Suramericanas (7918576726).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/20160413234217/https://www.flightglobal.com/FlightPDFArchive/2001/2001%20-%202632.PDF |url-status=dead |archive-date=April 13, 2016 |title=Hushkit Survey |magazine=Flight International |date=July 13, 2001 |volume=159 |issue=4789 |page=42 |access-date=December 23, 2020 }}</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" />

=== Comparison of variants ===
Below is a list of major differences between the 727 variants.<ref name="BoeingSpecs" />
{{sticky header}}
{| class="wikitable sticky-header" style="text-align:center"
!Variant
!727-100
!727-200
!727-200 Advanced
|-
!Passenger capacity
|125
| colspan="2" |155
|-
!Length
|133&nbsp;ft&nbsp;2&nbsp;in (40.59&nbsp;m)
| colspan="2" |153&nbsp;ft&nbsp;2&nbsp;in (46.68&nbsp;m)
|-
!Height
|34&nbsp;ft&nbsp;3&nbsp;in (10.44&nbsp;m)
| colspan="2" |34&nbsp;ft&nbsp;11&nbsp;in (10.65&nbsp;m)
|-
![[Maximum Takeoff Weight|MTOW]]
|169,000&nbsp;lb (76,700&nbsp;kg)
|172,000&nbsp;lb (78,100&nbsp;kg)
|209,500&nbsp;lb (95,100&nbsp;kg)
|-
![[Operating empty weight|OEW]]
|87,696&nbsp;lb (39,800&nbsp;kg)
|97,650&nbsp;lb (44,330&nbsp;kg)
|100,700&nbsp;lb (45,720&nbsp;kg)
|-
!Fuel capacity
|7,680&nbsp;US&nbsp;gal (29,069&nbsp;L)
|8,090&nbsp;US&nbsp;gal (30,620&nbsp;L)
|10,585&nbsp;US&nbsp;gal (40,060&nbsp;L)
|-
!Engines ×3
|[[Pratt & Whitney JT8D]]-1/7/9
|JT8D-7/9/11
|JT8D-9/15/17/17R
|-
!Thrust ×3
|{{cvt|14,000|-|14,500|lbf|kN|lk=on}}
|{{cvt|14,000|-|15,000|lbf|kN}}
|{{cvt|14500|-|17400|lbf|kN}}
|-
!Range{{efn|Two-class passengers}}
|{{cvt|2,250|nmi}}
|{{cvt|1,900|nmi}}
|{{cvt|2550|nmi}}
|-
!Take-off{{efn|MTOW, SL, ISA}}
|{{cvt|8,300|ft}}
|{{cvt|8,400|ft}}
|{{cvt|10100|ft}}
|-
!Cruise speed
|495–518&nbsp;kn (917–960&nbsp;km/h; {{cvt|495|-|518|kn|mph|disp=output only}})<ref>{{cite web |author=Gerard Frawley |title=727-100 aircraft technical data & specifications |url=http://www.airliners.net/aircraft-data/boeing-727-100/89 |work=The International Directory of Civil Aircraft}}</ref>
| colspan="2" |467–515&nbsp;kn (865–953&nbsp;km/h; {{cvt|467|-|515|kn|mph|disp=output only}})<ref>{{cite web |author=Gerard Frawley |title=727-200 aircraft technical data & specifications |url=http://www.airliners.net/aircraft-data/boeing-727-200/90 |work=The International Directory of Civil Aircraft}}</ref>
|}

==Operators==
{{main|List of Boeing 727 operators}}

===Usage===

==== Commercial operators ====
[[File:B727-200f.jpg|thumb|[[Aerosucre]] is one of the few remaining commercial operators of the 727. Pictured here is a 727-200F in 2018.]]
{{As of|2025|7}}, 14 Boeing 727s were in commercial service, operated by the following companies:

*[[Aerosucre]] (2)<ref>[https://aerosucre.com.co/nuestra-flota/ aerosucre.co.co - Nuestra flota] retrieved 3 April 2024</ref>
*[[Air Class Lineas Aereas]] (2)<ref>[http://www.airclasscargo.com/flota.php airclasscargo.com - Flota] retrieved 3 April 2024</ref>
*[[IFL Group]] (2)<ref>[https://www.iflgroup.com/boeing-727 IFL Group - Boeing 727 Super] Retrieved 30 November 2024</ref>
*[[USA Jet Airlines]] (2)<ref name=FlightCensus2018>{{Cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|date=July 2018|website=Flightglobal.com|language=en-GB|access-date=August 21, 2018|archive-date=November 6, 2018|archive-url=https://web.archive.org/web/20181106212640/https://www.flightglobal.com/asset/24536|url-status=dead}}</ref>
*[[Oil Spill Response]] (2, operated by [[2 Excel Aviation]])<ref>{{cite web |url=https://www.2excelaviation.com/lines-of-business/t2/ |title=Lines of Business: T2 |publisher=2Excel Aviation |access-date=August 27, 2018 |archive-date=August 28, 2018 |archive-url=https://web.archive.org/web/20180828001754/https://www.2excelaviation.com/lines-of-business/t2/ |url-status=dead }}</ref>
*[[Solar Cargo Venezuela]] (2)<ref>[https://aviaexchange.com/solar-cargo-reactivates-operations-with-addition-of-two-boeing-727-200f/ Solar Cargo Reactivates Operations with Addition of Two Boeing 727-200F] Retrieved 26 March 2025</ref>
*[[UniWorld Air Cargo]] (1)<ref>{{Cite web |date=2023-04-06 |title=Aircraft – Uniworld |url=https://uniworldaircargo.com/en/aircraft/ |access-date=2025-07-04 |language=en-US}}</ref>
*[[Zero Gravity Corporation]] (1)<ref>{{cite web|url=http://www.gozerog.com/index.cfm?fuseaction=Experience.welcome|title=Zero Gravity Corporation: The Experience|access-date=October 16, 2019|archive-date=October 7, 2019|archive-url=https://web.archive.org/web/20191007044038/http://www.gozerog.com/index.cfm?fuseaction=experience.welcome|url-status=dead}}</ref>

==== Government, military, and other operators ====
[[File:Boeing 727-29C, Belgium - Air Force JP74880.jpg|thumb|A 727-200 of the [[Belgian Air Component|Belgian Air Force]] in 1988]]
[[File:XT-BFA B727 Burkina Faso (6328516101).jpg|thumb|A 727-200 of the [[Burkina Faso Air Force]] departing [[Rotterdam The Hague Airport]] in 2011.]]
[[File:RNZAF Boeing 727 AVV Hutchison.jpg|thumb|A 727-200 of the [[Royal New Zealand Air Force]] in 2003]]

In addition, the 727 has seen sporadic government use, having flown for the [[Belgium|Belgian]], [[Socialist Federal Republic of Yugoslavia|Yugoslav]], [[Mexico|Mexican]], [[New Zealand]], and [[Panama]] air forces, along with a small group of government agencies that have used it.

{{columns-list|colwidth=25em|
;{{AFG}}
*[[Afghan Air Force]]{{Snd}} Three were acquired from [[Ariana Afghan Airlines]].<ref>{{cite journal |title= Afghan AF acquires 3 Boeing 727s |journal= Air Forces Monthly |page= 30|publisher= Key Publishing|date= December 2014}}</ref> Only 1 remains in service.<ref>{{cite web |last = |first = |url= https://www.flightglobal.com/news/articles/analysis-world-air-forces-maintaining-strength-443655/|title = World Air Forces 2018 |publisher= Flightglobal Insight |year= 2018 |doi = |accessdate= December 4, 2017}}</ref>
;{{BEL}}
* [[Belgian Air Component]] (2){{Cn|date=April 2025}}
;{{BEN}}
*[[Military of Benin]] (1)
;{{BOL}}
*[[Bolivian Air Force]] (Transporte Aereo Militar) (1)
;{{BUR}}
*[[Burkina Faso Air Force]] (1)
;{{COL}}
*[[Colombian government]]
*[[Colombian Aerospace Force]] (2)
;{{COD}}
*[[Force Aérienne du Congo]] (4)
;{{DJI}}
*[[Djibouti Air Force]] (2)<ref>{{cite web|url= http://www.defenceweb.co.za/index.php?option=com_content&view=article&id=44353:djibouti-air-force-gets-two-y-12s-dauphin-helicopters&catid=35:Aerospace&Itemid=107 |title= Djibouti Air Force gets two Y-12s; Dauphin helicopters |publisher= defenceWeb |date=2016 |access-date=July 19, 2016}}</ref>
;{{ECU}}
*[[Ecuadorian Air Force]] (1)
;{{IRQ}}
*[[Iraqi Air Force|Iraqi Air Force (Pre 2003)]], Faw-727 ELINT aircraft (1)
*[[Federal government of Iraq|Iraqi government]], Salah Aldin (1)
;{{CIV}}
*[[Armed Forces of the Republic of Ivory Coast#Aircraft|Government of Ivory Coast]]<ref>{{cite magazine |last=Hesse |first=Rene |title=New Boeing 727 for Côte d'Ivoire |magazine=[[Air International]] |date=January 2012 |volume=82 |issue=1 |page=20 |issn=0306-5634}}</ref>
;{{MEX}}
*[[Mexican Air Force]] (5) retired in 2017
*[[Mexico National Guard]] (3)
;{{NZL}}
*[[Royal New Zealand Air Force]] (3) retired in 2003
;{{flag|United Kingdom}}
;{{USA}}
*[[United States Air Force]]{{Snd}} formerly used as a military transport, designated the C-22
}}

==== Private aircraft ====
A number of 727s have been outfitted for use as private aircraft, especially since the early 1990s, when major airlines began to eliminate older 727-100 models from their fleet.<ref>{{Cite news |date=November 7, 1981 |title=Rebuilding Second-Hand 727's |newspaper=The New York Times |url=https://www.nytimes.com/1981/11/07/business/rebuilding-second-hand-727-s.html |access-date=January 16, 2017 |issn=0362-4331}}</ref> [[Donald Trump]] traveled in a former American Airlines 727-100 with a dining room, a bedroom, and shower facilities known as [[Trump Force One]] before upgrading to a larger [[Boeing 757]] in 2009;<ref>{{Cite web|url=https://money.cnn.com/galleries/2009/news/0911/gallery.Donald_Trump_jet/|title=Inside Donald Trump's private jet - The exterior (1) - CNNMoney.com|website=money.cnn.com|access-date=January 16, 2017}}</ref> [[Peter Nygård]] acquired a 727-100 for private use in 2005.<ref>{{Cite web|url=http://corporate.nygard.com/scf/News.aspx?id=302|title=NYGARD Corporate site|website=corporate.nygard.com|access-date=January 16, 2017|archive-date=December 30, 2017|archive-url=https://web.archive.org/web/20171230082209/http://corporate.nygard.com/scf/News.aspx?id=302|url-status=dead}}</ref> American financier [[Jeffrey Epstein]] owned a private 727 nicknamed the "[[Lolita Express]]".<ref name="nwPrincesPremiers">{{cite news |last1=Ostler |first1=Catherine |url=https://www.newsweek.com/2015/02/06/sex-offender-who-mixes-princes-and-premiers-302877.html |access-date=July 7, 2019 |work=Newsweek |title = Jeffrey Epstein: The Sex Offender Who Mixes With Princes and Premiers}}</ref> The [[Getty family|Getty]]s bought N311AG from [[Revlon]] in 1986, and [[Gordon Getty]] acquired the aircraft in 2001.{{Cn|date=September 2024}}

=== Orders and deliveries ===
{| class="wikitable" style="text-align:right; font-size:96%;"
|-
! Year !! style="width: 32px;" | Total !! 1984 !! 1983 !! 1982 !! 1981 !! 1980 !! 1979 !! 1978 !! 1977 !! 1976 !! 1975 !! 1974 !! 1973 
|-
! Orders
| '''1,831''' || 0 || 1 || 11 || 38 || 68 || 98 || 125 || 133 || 113 || 50 || 88 || 92 
|-
! Deliveries
| '''1,831''' || 8 || 11 || 26 || 94 || 131 || 136 || 118 || 67 || 61 || 91 || 91 || 92 
|}
{| class="wikitable" style="text-align:right; font-size:96%;"
|-
! Year !! style="width: 32px;" | 1972 !! 1971 !! 1970 !! 1969 !! 1968 !! 1967 !! 1966 !! 1965 !! 1964 !! 1963 !! 1962 !! 1961 !! 1960
|-
! Orders
| 119 || 26 || 48 || 64 || 66 || 125 || 149 || 187 || 83 || 20 || 10 || 37 || 80
|-
! Deliveries
| 41 || 33 || 55 || 114 || 160 || 155 || 135 || 111 || 95 || 6 || 0 || 0 || 
|}
Source: Data from Boeing, through the end of production<ref name=727summary>{{cite web |title=727 Model Summary |publisher=Boeing Commercial Airplanes |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=727&optReportType=AllModels&cboAllModel=727&ViewReportF=View+Report |archive-url=https://web.archive.org/web/20200419100626/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=727&optReportType=AllModels&cboAllModel=727&ViewReportF=View+Report |url-status=dead |archive-date=April 19, 2020 |access-date=December 10, 2010 }}</ref>
{{Clear}}
'''Boeing 727 orders and deliveries (cumulative, by year):'''<br />
<timeline>
ImageSize  = width:auto height:250 barincrement:45
PlotArea   = left:35 bottom:15 top:10 right:18
AlignBars  = justify
DateFormat = yyyy
Period     = from:0 till:2000
TimeAxis   = orientation:vertical
ScaleMajor = unit:year increment:200 start:0

PlotData=
  color:skyblue width:45
  bar:1960 from:start till: 80 text: 80 align:center shift:(0,-2)
  bar:1961 from:start till: 117 text: 117 align:center shift:(0,-2)
  bar:1962 from:start till: 127 text: 127 align:center shift:(0,-2)
  bar:1963 from:start till: 147 text: 147 align:center shift:(0,2)
  bar:1964 from:start till: 230 text: 230 align:center shift:(0,1)
  bar:1965 from:start till: 417 text: 417 align:center shift:(0,8)
  bar:1966 from:start till: 566 text: 566 align:center shift:(0,18)
  bar:1967 from:start till: 691 text: 691 align:center shift:(0,25)
  bar:1968 from:start till: 757 text: 757 align:center shift:(0,32)
  bar:1969 from:start till: 821 text: 821 align:center shift:(0,37)
  bar:1970 from:start till: 869 text: 869 align:center shift:(0,39)
  bar:1971 from:start till: 895 text: 895 align:center shift:(0,41)
  bar:1972 from:start till: 1014 text: 1014 align:center shift:(0,46)
  bar:1973 from:start till: 1106 text: 1106 align:center shift:(0,50)
  bar:1974 from:start till: 1194 text: 1194 align:center shift:(0,54)
  bar:1975 from:start till: 1244 text: 1244 align:center shift:(0,59)
  bar:1976 from:start till: 1357 text: 1357 align:center shift:(0,64)
  bar:1977 from:start till: 1490 text: 1490 align:center shift:(0,70)
  bar:1978 from:start till: 1615 text: 1615 align:center shift:(0,76)
  bar:1979 from:start till: 1713 text: 1713 align:center shift:(0,82)
  bar:1980 from:start till: 1781 text: 1781 align:center shift:(0,88)
  bar:1981 from:start till: 1819 text: 1819 align:center shift:(0,90)
  bar:1982 from:start till: 1830 text: 1830 align:center shift:(0,90)
  bar:1983 from:start till: 1831 text: 1831 align:center shift:(0,90)

  color:green width:45–
  bar:1963 from:start till: 6 text: 6 align:center shift:(0,-1)
  bar:1964 from:start till: 101 text: 101 align:center shift:(0,-4)
  bar:1965 from:start till: 212 text: 212 align:center shift:(0,-3)
  bar:1966 from:start till: 347 text: 347 align:center
  bar:1967 from:start till: 502 text: 502 align:center
  bar:1968 from:start till: 662 text: 662 align:center
  bar:1969 from:start till: 776 text: 776 align:center
  bar:1970 from:start till: 831 text: 831 align:center
  bar:1971 from:start till: 864 text: 864 align:center
  bar:1972 from:start till: 905 text: 905 align:center
  bar:1973 from:start till: 997 text: 997 align:center
  bar:1974 from:start till: 1088 text: 1088 align:center
  bar:1975 from:start till: 1179 text: 1179 align:center
  bar:1976 from:start till: 1240 text: 1240 align:center
  bar:1977 from:start till: 1307 text: 1307 align:center
  bar:1978 from:start till: 1425 text: 1425 align:center
  bar:1979 from:start till: 1561 text: 1561 align:center
  bar:1980 from:start till: 1692 text: 1692 align:center
  bar:1981 from:start till: 1786 text: 1786 align:center
  bar:1982 from:start till: 1812 text: 1812 align:center
  bar:1983 from:start till: 1823 text: 1823 align:center
  bar:1984 from:start till: 1831 text: 1831 align:center

</timeline>
: {{Legend inline|skyblue|Orders}} {{Legend inline|green|Deliveries}}

==== Model summary ====
{| class="wikitable" style="text-align:center; font-size:96%;"
|-
! Model Series!!|[[International Civil Aviation Organization|ICAO]] code<ref name=ICAOcode>{{cite web|url=http://www.icao.int/publications/DOC8643/|title=ICAO Document 8643|publisher=International Civil Aviation Organization|access-date=June 20, 2017}}</ref>||Orders||Deliveries
|-
!727-100
|B721/R721{{efn|name=r|R721/R722 refers to Super 27 variants.}}||407||407
|-
!727-100C
|B721||164||164
|-
!727-200
||B722||1245||1245
|-
!727-200F
||B722/R722{{efn|name=r}}||15||15
|-
!colspan=2 style="text-align:right" | Total
!|1831||1831
|}
Source: Boeing<ref name=727summary/>

== Accidents and incidents ==
{{main|List of accidents and incidents involving the Boeing 727}}

{{as of|2024|March}}, a total of 353<ref name=":2" /> incidents involving 727s had occurred, including 120 [[Hull loss|hull-loss]] [[Aviation accidents and incidents|accidents]]<ref name=":2" /> resulting in a total of 4,211 fatalities.<ref>{{Cite web |title=Aviation Safety Network > Boeing 727 Statistics |url=https://aviation-safety.net/database/types/Boeing-727/statistics |access-date=2024-03-05 |website=aviation-safety.net}}</ref> The deadliest incident involving the 727 was [[Mexicana de Aviación Flight 940|Mexicana Flight 940]] which took place on March 31, 1986, with 167 fatalities.

== Aircraft on display ==
A large number of surviving retired 727s remain, largely as a result of donation by [[FedEx]] of 84 of them to various institutions. The vast majority of the aircraft was given to university aviation maintenance programs. All but seven are located within the United States.<ref>{{cite web|last1=Bostick|first1=Brian|title=Interactive Map: Retired FedEx Boeing 727s Dot The Globe|url=http://aviationweek.com/blog/interactive-map-retired-fedex-boeing-727s-dot-globe|website=Aviation Week Network|publisher=Penton|access-date=April 6, 2017|date=November 24, 2014|archive-date=April 7, 2017|archive-url=https://web.archive.org/web/20170407064203/http://aviationweek.com/blog/interactive-map-retired-fedex-boeing-727s-dot-globe|url-status=dead}}</ref> Notable aircraft include:

===China===
* N211DB - 727-2J4 forward fuselage is reused as a commercial aviation set and on display at EECity, an experience facility for children located in [[Beijing]], [[China]].{{Fact|date=October 2024}} It was formally operated by Sky One Express Airlines before retirement.{{Cn|date=October 2024}}

===Denmark===
* G-BNNI ''Lady Patricia''{{Snd}} 727-276 was last flown by [[Sabre Airways]] in 2000. Purchased by 727 Communications, an advertising company in [[Skanderborg]], [[Denmark]], it now serves as a conference room and billboard at their offices.<ref name="AAO-VH-TBK">{{cite web |title=VH-TBK Boeing 727-276A |url=http://www.aussieairliners.org/b-727/vh-tbk/vhtbk.html |website=www.aussieairliners.org |access-date=November 24, 2018}}</ref>

===France===
* N166FE ''Bud'' - 727-100F is on static display at [[Musée de l'air et de l'espace]] in [[Le Bourget]], [[France]]. It was formerly operated by FedEx and donated to the museum in 2007.<ref>{{Cite web |date=2007-06-21 |title=FedEx Donates Boeing 727 to Le Bourget Air and Space Museum |url=https://newsroom.fedex.com/newsroom/europe-english/fedex-donates-boeing-727-to-le-bourget-air-and-space-museum |access-date=2024-08-04 |website=FedEx Newsroom |language=en}}</ref>

===Greece===
*SX-CBA, the first Boeing 727 delivered for [[Olympic Airlines|Olympic Airways]], is preserved at the Sourmena Stadium in Elliniko.<ref>{{cite web|url=https://cyprus-mail.com/2024/05/30/legendary-olympic-airways-plane-unveiled-as-exhibit-for-posterity/|title=Legendary Olympic Airways plane unveiled as exhibit for posterity|website=cyprus-mail.com|date=30 May 2024 |accessdate=7 August 2024}}</ref>

===Mexico===
* XA-RRA – 727-14, last operated by [[TAESA Lineas Aéreas|Taesa]] is located in [[Mexicana de Aviación (1921–2010)|Mexicana de Aviación]] livery at Parque Metropolitano in [[León, Guanajuato]], Mexico.{{Cn|date=September 2024}} 
* XC-FPA – 727-264/Adv, last operated by the Mexican Federal Police, is on display in [[Parque Tangamanga]], [[San Luis Potosí City]], Mexico.<ref>{{cite web|url=https://www.scramble.nl/database/civil/details/B727_1714|title=Civil Database|website=Scramble|accessdate=April 6, 2021}}</ref>

===United Kingdom===
* VP-CMN "[[Pytchair|PYTCHAir]]" - 727-46 is located in [[Bristol]], UK, and was purchased by technology investor Johnny Palmer for his media company PYTCH. The fuselage is resting atop a series of [[shipping containers]] and was transported in February 2021.<ref>{{Cite web|url=https://www.itv.com/news/westcountry/2021-03-01/boeing-727-travels-down-m4-m5-and-m32-to-bristol-to-be-turned-into-office-space|title = Boeing 727 travels to Bristol to be turned into office space|date = March 4, 2021}}</ref><ref>{{Cite web|url=https://metro.co.uk/2021/03/01/boeing-727-taken-for-a-drive-down-the-m5-to-bristol-14166230/|title = Boeing 727 taken for a drive down the M5|date = March 2021}}</ref><ref>{{Cite web|url=https://www.mirror.co.uk/news/uk-news/boeing-plane-stops-traffic-its-23581367|title = Enormous Boeing plane stops traffic as it is driven on motorway to new home|website = [[Daily Mirror]]|date = February 28, 2021}}</ref>

===United States===
* [[N7001U]] – 727-022 is on static display at the [[Museum of Flight]] in [[Seattle, Washington]]. It was the first 727 completed. It departed from Paine Field in [[Everett, Washington]], and landed at the museum on March 2, 2016.<ref>{{cite web|title=Boeing 727-022|url=http://www.museumofflight.org/aircraft/boeing-727-022|website=The Museum of Flight|access-date=March 31, 2017|archive-date=April 1, 2017|archive-url=https://web.archive.org/web/20170401144045/http://www.museumofflight.org/aircraft/boeing-727-022|url-status=dead}}</ref><ref>{{cite news|last1=Farris|first1=Brandon|title=The First Boeing 727 Prepares For a Last Flight|url=http://airwaysnews.com/blog/2016/03/01/boeing-727-prepares-for-last-flight|access-date=March 31, 2017|work=Airways News|publisher=Airways International, Inc|date=March 3, 2016|archive-url=https://web.archive.org/web/20160306033949/http://airwaysnews.com/blog/2016/03/01/boeing-727-prepares-for-last-flight|archive-date=March 6, 2016|url-status=dead}}</ref>
*N7004U – 727-022 is in storage at the [[Pima Air & Space Museum]] in [[Tucson, Arizona]]. It was the first 727 delivered to a customer and the first to make a commercial flight.<ref>{{Cite web|title=Boeing 727-100|url=https://pimaair.org/museum-aircraft/boeing-727-100/|access-date=June 4, 2021|website=Pima Air & Space|language=en-US}}</ref>
* N7017U – 727 is on static display at the [[Museum of Science and Industry (Chicago)|Museum of Science and Industry]] in [[Chicago, Illinois]]. It was donated by [[United Airlines]]. It features cutaway sections showing airplane framework and lavatory, cockpit view, and a few rows of seating.<ref>[http://www.msichicago.org/explore/whats-here/exhibits/transportation-gallery/the-exhibit/united-airlines-boeing-727/ "United Airlines Boeing 727."] ''Chicago Museum of Science and Industry.'' Retrieved: December 19, 2016.</ref>
* N766AS - 727-90C cockpit section is on display at Robert's Bookshop in [[Lincoln City, Oregon]]. The aircraft caught fire at [[Anchorage International Airport]] in 1987{{cn|date=August 2025}}, with the remains being repurchased by Boeing. Part of the 1980s-era [[Alaska Airlines]] livery can still be seen on the exterior, in the form of a green stripe beneath the nose (although it is unknown whether the nosecone originally belonged to the same aircraft, it does bear the same livery).
* N186FE – 727-100 is on static display at [[Owens Community College]] in [[Perrysburg, Ohio]]. It formerly was operated by FedEx and donated by the company in 2007.<ref>{{cite web|title=FedEx Donates Boeing 727 Aircraft to Owens Community College|url=http://www2.owens.edu/news-releases/?p=497|website=Owens Community College|access-date=March 31, 2017|date=April 19, 2007|archive-date=March 31, 2017|archive-url=https://web.archive.org/web/20170331142637/https://www2.owens.edu/news-releases/?p=497|url-status=dead}}</ref>
* N199FE – 727-173C is on static display at the [[Kansas Aviation Museum]] in [[Wichita, Kansas]]. It was formerly operated by FedEx as N199FE.<ref>{{cite web|title=Boeing 727|url=http://kansasaviationmuseum.org/visit/aircraft/boeing-727|website=Kansas Aviation Museum|access-date=March 31, 2017}}</ref>
* N113FE ''Jarrod'' – 727-022C is in storage at the [[National Museum of Commercial Aviation]] in [[Atlanta, Georgia]]. It was formerly operated by FedEx as N113FE, and by United Airlines before that as N7437U.<ref>{{cite web|title=FEDEX 727-022C; S/N 19894|url=http://nationalairlinemuseum.org/aircraft-cockpits-gse/aircraft/87-fedex-727-022c-s-n-19894|website=National Museum of Commercial Aviation|access-date=March 31, 2017|archive-url=https://web.archive.org/web/20170401232340/http://nationalairlinemuseum.org/aircraft-cockpits-gse/aircraft/87-fedex-727-022c-s-n-19894|archive-date=April 1, 2017|url-status=dead}}</ref>
* N265FE ''Paul'' – 727-227F is on static display at the [[Florida Air Museum]] in [[Lakeland, Florida]]. It was formerly operated by FedEx.<ref>{{cite web|title=EXHIBITS|url=http://www.flysnf.org/ace/exhibits|website=Sun 'n Fun|access-date=March 31, 2017|archive-url=https://web.archive.org/web/20170314235632/http://www.flysnf.org/ace/exhibits/|archive-date=March 14, 2017|url-status=dead}}</ref>
* N492FE ''Two Bears'' – 727-227F is on static display at FLY8MA in [[Big Lake, Alaska]]. It was transported from [[Anchorage, Alaska]] to The FLY8MA Pilot Lodge in April 2023, and converted into an airplane home.<ref>{{cite web |last1=Kotwicki |first1=Jon |title=727 Airplane Home |url=https://fly8ma.com/727-airplane-home/ |website=FLY8MA.com |date=January 12, 2024 |publisher=FLY8MA |access-date=12 January 2024}}</ref>
* N242FE ''Brittney'' – 727-277F is on static display with only its nose section intact at the [[Museum of Flying]] in [[Santa Monica, California]]; it was donated by FedEx after retirement, and underwent a complete restoration in the fall of 2018.<ref>{{Cite web |title=Aircraft Photo of N242FE {{!}} Boeing 727-277/Adv(F) {{!}} FedEx Express - Federal Express {{!}} AirHistory.net #754559 |url=https://www.airhistory.net/photo/754559/N242FE |access-date=2025-07-04 |website=AirHistory.net |language=en}}</ref><ref>{{cite web |title=Boeing 727 cockpit {{!}} Museum of Flying |url=https://www.museumofflying.org/explore/artifacts/boeing-727-cockpit/ |website= |date=March 4, 2019 |access-date=March 21, 2021}}</ref>
* N149FE, a 727-22 (S/N 19807) manufactured in 1967, is on static display at [[Guilford Technical Community College]] (GTCC) in [[Greensboro, North Carolina]]. It was formerly used by the [[FedEx Express]] before being donated to [[TIMCO]] (now [[HAECO]]) as a maintenance training aid before being donated to Guilford Technical Community College for use as a training aid for their [[Aircraft maintenance technician]] program.<ref>{{Cite web |last1=Airport |first1=Mark EvansMark has been interested in aviation since the age of eight when he first went plane spotting at Manchester |last2=years |first2=England Trips around various European airports in the following |last3=industry |first3=then to the USA as a teenager furthered his desire This led to Mark wanting to work in the |last4=training |first4=at the age of twenty one was accepted to train as an Air Traffic Controller After |last5=England |first5=working for several years in |last6=Sydney |first6=Mark moved to Bahrain in the Middle East where he worked for six years He then moved to |last7=countries |first7=Australia where he resides today after twenty years in the profession Mark's pursuit to see planes has seen him visit over 140 |last8=territories |last9=Places |first9=Including |date=June 7, 2022 |title=FedEx Boeing 727s: Where Are They Now? – AirlineGeeks.com |url=https://airlinegeeks.com/2022/06/07/fedex-boeing-727s-where-are-they-now/ |access-date=June 21, 2023 |website=AirlineGeeks.com – LIVE. LOVE. AVIATION. |language=en}}</ref><ref>{{Cite web |title=Aviation Systems Technology |url=https://www.gtcc.edu/academics/academic-programs/programs/manufacturing-transportation-construction/aviation-systems-technology.php |access-date=June 21, 2023 |website=www.gtcc.edu}}</ref>

==Specifications (Boeing 727-100 with JT8D-7)==
[[File:Boeing 727 family v1.0.png|thumb|upright=1.5|A comparison of the different 727 variants]]
{{sticky header}}
{{Aircraft specs
|ref=<ref name="BoeingSpecs">{{cite web |url=http://www.boeing.com/assets/pdf/commercial/airports/acaps/727.pdf |archive-url=https://ghostarchive.org/archive/20221009/http://www.boeing.com/assets/pdf/commercial/airports/acaps/727.pdf |archive-date=October 9, 2022 |url-status=live |title=727 Airplane Characteristics for Airport Planning |publisher=Boeing |date=May 2011}}</ref><ref name=TCDS>{{cite web |publisher=FAA |title=Type Certificate Data Sheet |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/5d48fc77a31b7f6985256722006b0c1c/$FILE/A3we.pdf |date=February 20, 1991 |access-date=December 11, 2016 |archive-url=https://web.archive.org/web/20191201004016/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/5d48fc77a31b7f6985256722006b0c1c/$FILE/A3we.pdf |archive-date=December 1, 2019 |url-status=dead}}</ref><ref name=startup>{{cite web |url=http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/727-100-20_passenger.pdf |archive-url=https://ghostarchive.org/archive/20221009/http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/727-100-20_passenger.pdf |archive-date=October 9, 2022 |url-status=live |work=Startup |publisher=Boeing |title=727-100/200 |date=2007}}</ref>
|prime units?=imp
<!--
        General characteristics
-->
|genhide=

|crew=3
|capacity=106 passengers in two classes, 125 in one class
|length m=
|length ft=133
|length in=2
|length note=
|span m=
|span ft=108
|span in=0
|span note=
|width m=
|width ft=11
|width in=8
|width note= (cabin)
|height m=
|height ft=34
|height in=3
|height note=
|wing area sqm=
|wing area sqft=1,650
|wing area note=
|airfoil=
|empty weight kg=
|empty weight lb=87696
|empty weight note=
|gross weight kg=
|gross weight lb=
|gross weight note=
|max takeoff weight kg=
|max takeoff weight lb=169000
|max takeoff weight note=
|fuel capacity={{cvt|7680|USgal|L}}
|more general=
<!--
        Powerplant
-->
|eng1 number=3
|eng1 name=[[Pratt & Whitney JT8D|Pratt & Whitney JT8D-7]]
|eng1 type=turbofan engine
|eng1 kn=
|eng1 lbf=14000
|eng1 note=
|thrust original=
<!--
        Performance
-->
|perfhide=

|max speed kmh=1017
|max speed mph=
|max speed kts=549
|max speed mach=0.9
|max speed note=<ref name="Frawley2001">{{Cite book |last=Frawley |first=Gerard |title=The International Directory of Civil Aircraft |publisher=The Crowood Press Ltd |isbn=1840372826 |publication-date=April 19, 2001}}</ref>
|cruise speed kmh=960
|cruise speed mph=
|cruise speed kts=518
|cruise speed note=<ref name="Frawley2001" />
|stall speed kmh=
|stall speed mph=
|stall speed kts=
|stall speed note=
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed mph=
|minimum control speed kts=
|minimum control speed note=
|range km=
|range miles=
|range nmi=2250
|range note=
|endurance=
|ceiling m=
|ceiling ft=
|ceiling note=
|climb rate ms=
|climb rate ftmin=
|climb rate note=
|time to altitude=
|lift to drag=
|wing loading kg/m2=
|wing loading lb/sqft=
|wing loading note=
|fuel consumption kg/km=
|fuel consumption lb/mi=
|thrust/weight=

|more performance=*'''Takeoff distance:''' {{cvt|8300|ft|m}}

|avionics=
}}

==See also==
{{Portal|Aviation|United States}}
{{aircontent
|related=
* [[Boeing 707]]
* [[Boeing 737]]
* [[Boeing 7J7]]
* [[Boeing 757]]
|similar aircraft=
* [[Hawker Siddeley Trident]]
* [[BAC One-Eleven]]
* [[McDonnell Douglas DC-9]]
* [[Tupolev Tu-154]]
|lists=
* [[List of civil aircraft]]
*  [[List of jet airliners]]
|see also=
* [[2012 Boeing 727 crash experiment]]
* [[Aircraft in fiction#Boeing 727|Notable appearances in media]]
}}

==Notes==
{{notelist}}

==References==
{{Reflist|2}}
* {{cite book|last= Connors |first= Jack |title= The Engines of Pratt & Whitney: A Technical History |publisher= [[American Institute of Aeronautics and Astronautics]] |location= Reston. Virginia |year= 2010 |isbn= 978-1-60086-711-8 }}
* {{cite book
  | last1 = Himmelsbach
  | first1 = Ralph P.
  | last2 = Worcester
  | first2 = Thomas K.
  | year = 1986
  | title = Norjak: The Investigation of D. B. Cooper
  | publisher = Norjak Project
  | location = [[West Linn]], Oregon
  | isbn = 978-0-9617415-0-1
  }}
* {{cite book|last= Gilchrist |first= Peter |title= Modern Civil Aircraft 13: Boeing 727 |publisher= Ian Allan Publishing |location= Shepperton, United Kingdom |year= 1996 |isbn= 0-7110-2081-7}}

==External links==
{{Commons and category|Boeing 727}}
* {{cite web |url= http://www.boeing.com/history/products/727.page |title= 727 Commerciat transport : Historical Snapshot |publisher= Boeing}}
*727 Datacenter | website dedicated to the history of the Boeing's trijet (http://727datacenter.net/)
*Encyclopedia 727 | Book series with 5 volumes about the Boeing 727. Volume 1 already available (https://www.enciclopedia727.com.br/en)
*[http://rbogash.com/727history.html 727 prototype on rbogash.com]
*[http://www.boeing-727.com/ Boeing-727.com site]
*[http://www.airsafe.com/events/models/b727.htm Fatal Boeing 727 Events on Airsafe.com]
* {{cite news |url=https://news.google.com/newspapers?id=nG0pAAAAIBAJ&pg=5093%2C811366 |work=Spokesman-Review |location=Spokane, Washington |agency=(AP&nbsp;photo) |title=Boeing jet has new appearance |date=November 2, 1962 |page=2B}}
* {{cite news |url= https://www.flightglobal.com/news/articles/soldiering-on-10-veteran-airliner-types-still-in-se-406570/ |title= Soldiering on: 10 veteran airliner types still in service |date= November 28, 2014 |author= Murdo Morrison |work= Flightglobal}}
* {{cite news |url= http://aviationweek.com/blog/727-and-birth-boeing-s-family-plan-1962 |title= 727 And The Birth Of Boeing's 'Family' Plan (1962) |date= January 16, 2015 |author= Guy Norris |at= From The Archives |work= Aviation Week |access-date= November 28, 2016 |archive-date= March 21, 2017 |archive-url= https://web.archive.org/web/20170321132300/http://aviationweek.com/blog/727-and-birth-boeing-s-family-plan-1962 |url-status= dead }}

{{Boeing airliners}}
{{Boeing model numbers}}
{{Boeing 7x7 timeline}}
{{USAF transports}}

{{Authority control}}

[[Category:Boeing 727| ]]
[[Category:Boeing aircraft|727]]
[[Category:Trijets]]
[[Category:1960s United States airliners]]
[[Category:T-tail aircraft]]
[[Category:Aircraft first flown in 1963]]
[[Category:Low-wing aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]