This Boeing Super 27‐200 was the last 727 to roll off the production line and has never seen commercial service. She is one of only 8 Boeing 727’s to have been converted to a Super 27 with winglets, at a cost of over $10 million. The conversion ensured that this fine aircraft achieved a noise attenuation level 5.1db below Stage 3. This was made possible by replacing the number 1 and 3 engines with JT8D‐217C engines, each providing 22,000 lb. thrust, while retaining the center engine (in S/N 22825 , a ‐17 engine with 16,000 lb. thrust). Optional Winglets and a flap droop system were added to give the aircraft superior cruise performance and substantially increased stability at high altitudes.
The reported performance improvements of a re‐engined ‐200 executive as compared with a typical ‐200 standard engines are:
Fuel Burn: 10‐15% reduction
Required Takeoff Field Length: 20% reduction
Time to Climb: 23% Reduction
Sea Level Range: Increased 400 NM
Engine Emissions: 40% lower per Takeoff & Landing cycle
Maintenance Costs: Reduced by $100/FH
Performance: Significant improvement
Additional Payload Potential: 2,700‐10,000 lb.
Range from Short Runways: as much as double
Range from Elevated Fields: as much as double
Payload Range $ Advantage: as much as $1200/flight hour
2 New Pratt & Whitney JT9D‐217’s Higher residual value
Airport Noise Footprint: 51% smaller than FedEx Stage 3, 79% smaller than Stage 2
Range at Same MTOW: 12.5% increase more than w/Std engines
Hot and High Performance: Significant improvement
Winglets further decrease the burn by an average of 5% and as much as 7%.
The Boeing Super 27‐200 with auxiliary fuel tanks has the potential of carrying 25+ passengers non‐stop from London to Nairobi, and 8+ passengers from London directly to Chicago. Outfitted with four auxiliary fuel tanks giving the aircraft a total fuel capacity of 11,665 US gallon allows for an endurance of approximately 8‐8.75 hours. She is RVSM equipped, TCAS‐II, 8.33 kHz Spacing and FM Immunity. The upgraded cockpit instrumentation includes a Triple Universal UNS‐1F flight management system and EGPWS.

Total Flight Hours: 4,569
Total Landings: 2,913

Autopilot: Sperry SP‐150
F/Director: Sperry 150
COMMS: Dual Collins 618‐M5
NAVS: Dual Collins
DME: Dual Collins
TPDR: Dual Bendix TRA‐67A
L.R.N: Triple Universal UNS‐1F FMS
Triple Inertials Litton LTN‐92
Radar: Bendix RTA‐4B Weather Radar
Hi Freq.: Dual Collins 718 with SELCAL
Rad. Alt.: Bendix
CVR: Fairchild A 100
FDR: Digital Allied Signal
TCAS: TCAS‐II
EGPWS: Sundstrand Mark VII
ADDITIONAL FEATURES
RVSM
Winglets
FM Immunity / 8.33 Spacing
Four Boeing auxiliary Fuel Tanks
Dual Honeywell Air Data Computers

The 45 passenger VIP interior just completed a refurbishment in August 2008. The Head of State layout features a forward lounge or crew rest area, a stateroom suite consisting of a master stateroom and private lavatory that is accessible from both adjoining rooms, a private office, a large main salon, and an area for staff. The aircraft additionally features 3 additional lavatories and two galleys.

Steep Approach Capability
CAT II Approach
EICAS System Upgrade to Version 20.5
EGPWS with information from #2 Radio Altimeter
Installation of 2nd HF
Cockpit Door Hook Installation
Reduction in Aft Lavatory Noise
Increase in Capacity of Forward Auxiliary Fuel Tanks
Headsets with Active Noise Cancelling

Last overhaul: 2000

Max Take‐Off: 209,500 lb (95,027 kg)
Max Landing: 161,000 lb (73,028kg)
Max Zero Fuel: 144,000 lb 65,315 kg)
Basic Operating Weight: 115,500 lb (52,162 kg)

Total Fuel Capacity: 11,665 USG
Standard fuel: 8105 USG
Tank #1 860 USG
Tank #2 810 USG
Tank #3 810 USG
Tank #4 3560 USG

Parameters: 45 passengers
8– 8 .75 hours endurance