Boomer From United States of America, joined May 1999, 102 posts, RR: 0 Posted (15 years 5 months 2 weeks 1 day 6 hours ago) and read 1259 times:
Perhaps someone could help me understand why anyone would choose to modify a B727 with JT8D-217/219 and convert the aircraft from passenger to freighter configuration without doing a gross weight increase from 190K. It seems to me to be a lot of money spent to almost get there. Is Stage III enough by itself for a freighter?
Ilyushin96M From United States of America, joined Sep 1999, 2609 posts, RR: 12
Reply 1, posted (15 years 5 months 2 weeks 13 hours ago) and read 1237 times:
From what I understand, freighter conversions of the 727 have been undertaken without re-engineing or hush kits. However, with the Valsan modifications, the 727 has a significantly higher MTOW, as well as increased rate of climb and decreased rate of fuel burn. Does this help?
Boomer From United States of America, joined May 1999, 102 posts, RR: 0
Reply 2, posted (15 years 5 months 2 weeks 10 hours ago) and read 1231 times:
The re-engining gives the aircraft the POWER to support higher MTOGW without compromising runway limitations. The MTOGW of the aircraft, however, is a structural matter. Increasing gross weight limits requires strengthening the airframe and "heavyweight" landing gear.
Conversion of the aircraft to a freighter at 190K gross weight can still be made stage III with installation of hushkits. The $8-10M price for the Super27 without modifying the airframe to increase the gross weight to 220+ seems contrary to reason. The prototype Valsan was test flown at 235K back in 1988.
The only benefits that remain are the fuel economy and performance. I guess a pocket rocket with a big door is enough, regardless of what it can carry.