NOTES FOR FLIGHT DYNAMICS FILES FOR FFX/SGA B727-200 FREEWARE AIRCRAFT
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July 21, 2003

THE FILE SETS IN THIS FOLDER ARE FOR GMAX FFX/SGA B727-200 MODELS ONLY.

FOR DETAILED INSTALLATION INSTRUCTIONS, OPEN THE "INSTALL.TXT" FILE. 

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OVERALL B727-200 FLYING TIPS
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- Probably the most important tip in flying the B727-200: Never take any more fuel with you than you need to complete the flight! (plus reserves).  There are some complicated programs the airlines use to figure what the proper fuel load should be for any flight, taking into account a 45-minute safety reserve in case the aircraft must divert, but here is a simple way to figure what your fuel load should be with accuracy: 

(We will use the 191K model as an example for this exercise, with a flight from Dallas/Ft. Worth - KDFW to New York Kennedy Intl - KJFK.  (Fuel weight is 6.699219 lbs/US Gallon in FS2002)

  - Once you start FS2002, use the Flight Planner function to create and load the KDFW - KJFK flight plan.
  - When the flight plan is loaded, open your GPS window and find the total distance to your destination - about 1204nm.
  - 1204nm / 2440nm (flight distance / total range) = .4934
  - Add a 15% safety reserve (15% total capacity)   = .1500
                                                   ------
  - Total fuel multiplier ------------------------- = .6434

  - 65,485 lbs fuel total capacity * .6434 -------- = 42,133 lbs fuel needed (or round to 42,200 lbs)

I would then load both wing tanks to 100% capacity: (13,686 lbs x 2 tanks) = 27,373 lbs
Load the remaining fuel needed to the center main:  (14,827 lbs)           = 14,827 lbs (about 55%-56% capacity)
Keep the center auxillary tank empty - it isn't needed.

With this fuel load, you will have a total takeoff weight of 167,215 lbs, which will result in good takeoff and climb performance (97,770 lbs empty + 27,245 lbs passenger/cargo + 42,200 lbs fuel).

If your "total fuel multiplier" number is >=1.000, then you will need fill all tanks to 100%.  If you are using a real-world weather program like FS Meteo, or the default FS2002 real weather, remember that you may need more fuel for westbound flights to account for strong headwinds.  In this case, I recommend a 20%-25% reserve.


- All of these flight dynamics files have highly-realistic B727-200 flight performance parameters designed into them.  With lighter models, it will be possible to engage reversers on the ground to back away from a gate if you elect not to use pushback.

- Although you can use these files with any panel application, I recommend the use of Richard Probst's B727-200 autothrottle panel.  Rich has done a superb job of providing the most realistic B727-200 panel available anywhere.  This panel is available at the same site you obtained these files, and was available around April 20th, 2003.  Just search for "Richard Probst" to find it - you won't be disappointed!

- One note about models with additional center auxillary tanks:  FS2002 will burn fuel from the center auxillary tanks before any fuel is used from center main tank.  As a result, it will appear as if the center fuel gauge needle is stuck on full when using the Probst panel when center auxillary tanks are loaded - this is normal, and the center tank needle will begin to move when the fuel is exhausted from the center auxillary tank(s).

- The 727-200 does not perform like the default B737-400.  The 727 was built in an era where high-bypass, high-thrust engines simply didn't exist.  At higher weights, the 727 will not climb as fast as the B737-400, so don't expect to rocket up to FL370.  At the highest weights, you'll be lucky to get to 27,000' altitude until significant amounts of fuel (and weight!) are burned off.  This is exactly how the real 727-200 performs.  

- Pay attention to the Maximum Landing Weight (MLW) while landing and make sure you don't exceed the weight listed.  Although you can safely land above the MLW, the landing will be fast, the nose will be high, and stalls can quickly occur.  If you properly loaded the correct amount of fuel in the example above, this shouldn't be an issue. 

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TYPICAL B727-200 TAKEOFF, CLIMB, CRUISE, DESCENT, AND LANDING NOTES (USING PROBST PANEL)
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TAKEOFF
- Set Flaps-15 and adjust elevator trim for specific weight file (*see below) before takeoff.
- At takeoff, engage autothrottle switch - verify airspeed gauge speed bug is set to 250kts.

* CLIMB
- After takeoff, retract gear and climb at VRef +20kts until about 1000' AGL (about 15-18 degrees UP pitch).
- At 1000' AGL and climbing, reduce climb to about 8-10 degrees UP pitch to gain speed - engage AP "paddles".
- When accelerating past 185kts, retract flaps to Flaps-5.
- When accelerating past 195-200kts, retract flaps to Flaps-0 UP (flaps will damage if not up by 250kts!).
- As airspeed approaches 250kts, use AP turn knob to increase rate of climb - try to keep EPR's to about 2.20.
- Continue to adjust climb rate to keep EPR's at about 2.20 until reaching FL100.
- As you climb past FL100, adjust speed bug to 300kts - reduce climb slightly to allow the speed to accelerate.
- As airspeed approaches 300kts, increase climb to maintain 2.25-2.30 EPR.
- Passing through FL180 - adjust barometric pressure to 29.92 inches.
- Monitor climb to maintain 300kts and 2.25-2.30 EPR until mach meter reads M0.76 - then maintain M0.76.
- Approaching cruise altitude, reduce climb to <500+/FPM and engage altitude hold switch at cruise altitude.

CRUISE
- Accelerate to M0.79 - M0.80 or 350kts (whichever is less).
- If using a GPS-guided flight, switch AP switch to "AUX NAV".

DESCENT (IF NOT USING AN ATC COMMANDED FLIGHT)
- Determine when to descend with the "3 to 1" rule:
  - Multiply the altitude in thousands x 3 to determine NM distance to start descent.
    (i.e.: FL310 = 31 x 3 = 93 nm from destination)
- Just before reaching the descent point, slow to M0.77 or 280kts - whichever is less.
- At descent point, disengage AP altitude hold and use turn knob to nose the aircraft down.
- Try to aim for a descent rate of about 2200-2500/FPM until reaching FL150.
- While descending through FL180, set barometric pressure to local setting ("B" key).
- While descending through FL150, reduce speed bug to 250kts, and adjust for about 1500/FPM down.
- Monitor to ensure speed is slowing from 280kts to 250kts from FL150 to FL100. Adjust descent to compensate.
- While descending through FL100, speed should be <=250kts.
- While descending through FL060, reduce speed to 220kts.

* LANDING / APPROACH (SEE PROBST PANEL DOCS FOR ILS CAPTURE AND APPROACH)
- Arm auto-spoilers by clicking the "S" icon - it will turn an amber color.
- When about 18nm from landing, reduce speed to 180kts. Lower gear if speed does not slow significantly.
- Reduce altitude to about 2000' AGL.
- Set Flaps-2 while slowing through 200kts.
- Set Flaps-5 as you near 180kts.
- Set Flaps-15 and slow to 160kts.
- When ILS is one dot above glideslope on the HSI, lower gear if not already down.
- As ILS nears center on the HSI, extend flaps to Flaps-30 (Flaps-40 is an emergency setting!)
- At Flaps-30, gear down, and "on glide slope", a good average approach speed is about 140kts.
- At about 200' AGL and nearing touchdown, disengage the AP ("Z" key), continue manual approach.
- At about 50' AGL the autothrottles will automatically disengage - begin flare to land.
- On touchdown, autospoilers will deploy - hold down the "F2" key to reverse thrust.
- Disengage reverse thrust with "F1" key at about 85kts or you have compressor stall problems.
- Use wheel brakes ("." period key) to slow to taxi speed - engage "T" (Taxi) icon.

* Speeds are approximate.  See the tables provided in the Probst panel for appropriate takeoff and landing speeds.  I also recommend using my speed table gauges - available under file name "cfrp727.zip" for exact takeoff, climb, cruise, and landing speed references.

EACH FILE IS DESCRIBED BELOW:

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153k FOLDER:
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- Boeing 727-200 Basic (circa 1967-1984), 153,000 lbs Maximum Takeoff Weight (MTOW)

- WEIGHTS:
  97,650 lbs empty 
   1,153 lbs payload (simulates 6 passengers w/luggage)
  54,197 lbs fuel (8,090 US Gal: 2,043 US Gal each wing tank / 4,004 US Gal center tank)
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 153,000 lbs total

- MAXIMUM LANDING WEIGHT (MLW): 150,000 lbs (or, 51,197 lbs fuel total / or, 94% fuel capacity)
- RANGE: 3,200 NM
- CRUISE SPEED: M0.78 - M0.82 @ FL350 - FL390
- SERVICE CEILING: 39,000'

- NOTES: This file set represents a fully-fueled B727-200 Basic with no passengers and little cargo - typical of an empty  "ferry flight".  Trans-Atlantic flights from New York to London, or Boston to Paris are possible with this file set.  USA trans-continental range is also easy with this file set.  This file set is also good for training flights as takeoff and landing speeds are relatively low.  Fast climb performance to cruise altitude and M0.78 - M0.80 cruise speeds will be easy with this file set.  Set elevator trim on takeoff to about +4 (Probst panel).  

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173k FOLDER:
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- Boeing 727-200 Basic (circa 1967-1984), 173,000 lbs Maximum Takeoff Weight (MTOW)

- WEIGHTS:
  97,650 lbs empty 
  21,153 lbs payload (simulates 106 passengers w/luggage)
  54,197 lbs fuel (8,090 US Gal: 2,043 US Gal each wing tank / 4,004 US Gal center tank)
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 173,000 lbs total

- MAXIMUM LANDING WEIGHT (MLW): 150,000 lbs (or, 31,197 lbs fuel total / or, 57% fuel capacity)
- RANGE: 2,100 NM
- CRUISE SPEED: M0.78 - M0.82 @ FL310 - FL390
- SERVICE CEILING: 39,000'

- NOTES: This file set represents a typical B727-200 Basic passenger flight - average passenger load and cargo weight.  USA trans-continental flight is possible from California to some East Coast cities, but is close - watch the range!  Flights from/to Hawaii to the USA West Coast are very marginal - watch your climb and don't exceed M0.80 in cruise if you don't want to end up in the Pacific!  Good field performance as takeoff and landing speeds are still relatively low.  Good climb performance to cruise altitudes of FL310 should keep ATC from warning you to "expedite your climb", but be careful of attempting higher altitudes until you burn off some fuel.  The 727 will easily cruise at M0.78 - M0.80 at FL310 with this file set.  Set elevator trim on takeoff to about +5 (Probst panel).  The 173,000 lbs file set is my personal favorite.

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185k FOLDER:
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- Boeing 727-200 Advanced (circa 1972-1984), 184,800 lbs Maximum Takeoff Weight (MTOW)

- WEIGHTS:
  97,600 lbs empty 
  21,715 lbs payload (simulates 108 passengers w/luggage)
  65,485 lbs fuel (9,775 US Gal: 2,043 US Gal each wing tank / 4,004 US Gal main center tank / 1,685 US Gal auxillary center tank)
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 184,800 lbs total

- MAXIMUM LANDING WEIGHT (MLW): 161,000 lbs (or, 41,685 lbs fuel total / or, 63% fuel capacity)
- RANGE: 2,550 NM
- CRUISE SPEED: M0.78 - M0.82 @ FL290 - FL390
- SERVICE CEILING: 39,000'

- NOTES: This file set represents a typical B727-200 Advanced passenger flight - average passenger load and cargo weight.  Much the same as the 173K file set, but with more fuel, and therefore - weight.  USA trans-continental flight is possible from about any point in the USA.  Flights from/to Hawaii from the USA West Coast are also safely in range, but trans-Atlantic flights are out.  Reasonable field performance as takeoff and landing speeds are about average for a 727-200 - you'll need about 6,500', or more of runway to safely takeoff at sea level.  Good climb performance to cruise altitudes of FL290 should keep ATC from warning you to "expedite your climb", but be careful of attempting higher altitudes until you burn off some fuel.  The 727 will easily cruise at M0.78 - M0.80 at FL290 with this file set.  I have flown many places in the real-world on 727-200's configured much like this.  Set elevator trim on takeoff to about +5 to +7 (Probst panel). 

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191k FOLDER:
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- Boeing 727-200 Advanced (circa 1972-1984), 190,500 lbs Maximum Takeoff Weight (MTOW)

- WEIGHTS:
  97,770 lbs empty 
  27,245 lbs payload (simulates 136 passengers w/luggage)
  65,485 lbs fuel (9,775 US Gal: 2,043 US Gal each wing tank / 4,004 US Gal main center tank / 1,685 US Gal auxillary center tank)
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 190,500 lbs total

- MAXIMUM LANDING WEIGHT (MLW): 161,000 lbs (or, 35,985 lbs fuel total / or, 54% fuel capacity)
- RANGE: 2,440 NM
- CRUISE SPEED: M0.78 - M0.82 @ FL270 - FL390
- SERVICE CEILING: 39,000'

- NOTES: This file set represents a fully loaded B727-200 Advanced passenger flight with the typical 136 first class and coach class passengers on board.  USA trans-continental flight is possible from about any point in the USA.  Flights from/to Hawaii from the USA West Coast are also safely in range, but trans-Atlantic flights are out.  Reasonable field performance on takeoff and landing can still be expected, but expect a relatively long takeoff run (about 7,000') at sea level.  Good climb performance to cruise altitudes of FL270 should keep ATC from warning you to "expedite your climb", but be careful of attempting higher altitudes until you burn off some fuel.  Getting to FL350-370 will be very difficult and time consuming - better to stay around FL270-310 at the most.  The 727 will cruise at M0.78 - M0.80 at FL270 with this file set, but you will save fuel (and range!) by staying closer to M0.79.  Set elevator trim on takeoff to about +5 to +7 (Probst panel).

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197k FOLDER:
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- Boeing 727-200 Advanced (circa 1972-1984), 197,000 lbs Maximum Takeoff Weight (MTOW)

- WEIGHTS:
  98,040 lbs empty 
  28,049 lbs payload (simulates 140 passengers w/luggage)
  70,911 lbs fuel (10,585 US Gal: 2,043 US Gal each wing tank / 4,004 US Gal main center tank / 1,685 US Gal auxillary center tank / 810 US Gal in 2nd center auxillary tank)
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 197,000 lbs total

- MAXIMUM LANDING WEIGHT (MLW): 161,000 lbs (or, 34,911 lbs fuel total / or, 49% fuel capacity)
- RANGE: 2,640 NM
- CRUISE SPEED: M0.78 - M0.81 @ FL270 - FL390
- SERVICE CEILING: 39,000'

- NOTES: This file set represents a near-fully loaded B727-200 Advanced passenger flight with the typical medium-density, 140 single class passengers on board.  USA trans-continental flight is possible from about any point in the USA.  Flights from/to Hawaii from the USA West Coast are also safely in range.  Some trans-Atlantic flights are possible, but barely (Gander, Newfoundland to Ireland).  Long takeoff runs with a full-load of fuel will limit this model to runways >=9,000' in length at sea level.  Reasonable climb performance to cruise altitudes of FL270 should keep ATC from warning you to "expedite your climb", but be careful of attempting higher altitudes until you burn off some fuel.  Getting to FL350-370 will be very difficult and time consuming - better to stay around FL270-290 at the most until about half of the fuel is used.  The 727 will cruise at M0.78 - M0.80 at FL270 with this file set, but you will save fuel (and range!) by staying closer to M0.79.  Set elevator trim on takeoff to about +6 to +8 (Probst panel).

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210k FOLDER:
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- Boeing 727-200 Advanced (circa 1972-1984), 209,500 lbs Maximum Takeoff Weight (MTOW)

- WEIGHTS:
 100,700 lbs empty 
  37,889 lbs payload (simulates 189 passengers w/luggage)
  70,911 lbs fuel (10,585 US Gal: 2,043 US Gal each wing tank / 4,004 US Gal main center tank / 1,685 US Gal auxillary center tank / 810 US Gal in 2nd center auxillary tank)
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 209,500 lbs total

- MAXIMUM LANDING WEIGHT (MLW): 161,000 lbs (or, 11,411 lbs fuel total / or, 16% fuel capacity)
- RANGE: 2,400 NM
- CRUISE SPEED: M0.78 - M0.81 @ FL270 - FL390
- SERVICE CEILING: 39,000'

- NOTES: This file set represents a fully loaded B727-200 Advanced passenger flight with the maximum-density, 189 single class passengers on board.  USA trans-continental flight is possible from about any point in the USA.  Flights from/to Hawaii from the USA West Coast are also safely in range, but trans-Atlantic flights are out.  This file set also simulates most holiday-charter flights where the 727-200 is used, such as USA to Caribbean / Central America resort locations.  Long takeoff runs with a full-load of fuel will limit this model to runways >=9,000' in length at sea level.  Reasonable climb performance to cruise altitudes of FL270 should keep ATC from warning you to "expedite your climb", but be careful of attempting higher altitudes until you burn off most of the fuel.  It would probably be a better idea to forget IFR ATC flights, and use a step-climb procedure of your own making for maximum efficiency.  Getting to FL350-370 will be very difficult and time consuming - better to stay around FL270-290 at the most until about 2/3rds of the fuel is used.  The 727 will cruise at M0.78 - M0.80 at FL270 with this file set, but you will save fuel (and range!) by staying closer to M0.79.  Overall, this a challenging weight configuration to try - you will need patience and time to get to a fuel-efficient altitude!  Set elevator trim on takeoff to about +6 to +8 (Probst panel).

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CONTACT, COMMENTS, REQUESTS, SUGGESTIONS, AND COMPLAINTS:

Please review all the readme text files before sending a complaint.

Charles Fox
[email protected]
Texas, USA