Retired A&P. Spent 23 years on flight lines, ASC Heavy 'D' check, and engine overhaul shops. Worked on everything from corporate to majors, passenger to cargo config. Worked for EAL in Miami 1986-89, on B-727, DC-9, L1011 and A300. But the B727-200 has always been my favorite. This is a great tutorial. I really miss that bird, even though she would make me curse up a storm at times.

Yep. The APU is in the belly. The exhaust comes out of the top of the right wing by the fuselage. We had to be careful when we deiced it to not blow glycol into the exhaust or you could flood it out and then it would fill the cabin with smoke. Amazing airplane. Great video also. Appreciate you

Nice, thank you for sharing! We need more REAL tutorials on classic airliners, like this one! Most others I came across are more of a show off (ie, "oh look what I know" kind-of-thing) and trying to figure out what they are doing. But this one is awesome! Looking forward for VOR+CIVA old skool navigation tutorials from this channel! And ultimately a complete "slant Alfa" navigation tutorial on VATSIM/IVAO with this FlyJSim B727/737! Thanks again!

Ok, here’s my two cents as a real world qualified FE on the E-3 (707-320). I’m by no means trying to be rude or condescending. I have hundreds of flight hours and am speaking from my experience and knowledge of these types of systems. Just some things I saw... Check your volts and freqs before applying APU power to the sync bus. Then check your T/Rs. Each should indicate at least 24V. Then be sure to set the essential power to APU. Also, the APU on the 727 is unable to handle the load of both packs simultaneously. When you do that, look at the APU EGT. It will rise above limits possibly causing severe damage, if not a fire (in real life or if you have the maintenance system turned on in X Plane). Although, I don’t think it’ll cause a fire in X Plane lol. As far as pressurization, you will be fine leaving it in GRD the whole flight. The purpose of FLT mode is to pressurize 250 some odd feet below field altitude. Although this is just a sim, the problem with pressurizing on the ground, is that (in a real plane) if you needed to evacuate the aircraft on the ground after the doors are closed, you wouldn’t be able to escape. This tragically happened to a commercial 707 back in the day. The only good reason to go to FLT mode is if you do a water landing to prevent water seeping in through the outflow valve. Speaking from experience, there is A LOT that the performance card is neglecting. To name a few, it doesn’t factor, Runway Condition Reading, Runway Surface Condition, Static vs Rolling, acceleration height, runway length, runway slope, screen height, required climb gradient, or obstacles. The landing card also neglects, go around power, landing distance and ground roll. All these factors are critical in determining your max takeoff weight and landing suitability. Flyjsim is lacking in this area. For engine start, it is critical that you check that there’s a drop in bleed air duct pressure and that the start valve open light illuminates. If this doesn’t happen, it means that the engine is not receiving bleed air required for N2 rotation. You also want to observe an almost immediate rise in oil pressure. When the GRD start switch is released, you then want to observe a rise in duct pressure, the corresponding IDG light extinguished, and the System A hydraulic low press light is extinguished (if starting engines 1 or 2). If the duct pressure does not rise after releasing the start switch, that will cause damage to the starter in the engine. I know you put in the takeoff EPR on takeoff roll, but your engine EGT was out of limits. From playing around with Flyjsim’s 727, I’ve noticed that the takeoff N1 is better for engine EGT. This is Flyjsim’s fault though. They’re not very accurate and I’m a little frustrated honestly, but I also have real world standards, so I guess I’m kind of not being fair. Anyway, nice vid my man and keep up the good work!

As I've suggested to many other authors of videos like this, you should review and use procedures and checklists from an actual airline that operated the type. Battery voltage before starting APU. Check fire detection system before starting APU. You should NOT select STBY on Essential Power sw when you did; it will deplete battery quickly. Check APU Crank annunciator when starting APU. ALWAYs check Volts/Freqs before selecting any power source. I could go on. Yes, I taught 727 and other types and have thousands of hours at the panel and at the controls of this type.

Thank you very much for sharing these videos, they have helped me a lot to finish understanding and flying my B727, congratulations and greetings from Mexico.

Just wanted to say thanks. Bought this months ago but kept putting it off. This sure helped!

I'm following step by step on this beautiful video it will help me to improve how to fly this amazing plane , thank you much for every detail you describe !!! Greetings from Tecate Mexico

Cool video!! Maybe next video do a flight in the 727 or da a civa ins tutorial.

Great video. Don’t forget to test the APU fire alarm before starting it.

Very very good video tutorial. Very thanks

Great video 🙏🏼

Like others who have commented below, I'd like to add my two cents. Upon engine startup, isn't it essential that the engine/s generator voltage and frequency be manually put into phase before connecting them to the sync bus? I didn't see this paralleling happen in the startup sequence. Thanks.

Very nice video. Thanks for sharing!

One of the best add ons for xp11, still the best looking imo.

Thank you buddy 😊👍

That livery is just sooo... SATISFYING. where did you get it?

Very informative great video 👍🏾👍🏾

Everything turns on but i got no electrical to FMC. The HSI VOR distance indicator does not show up, and my autopilot doesn't work. I'm following every step, what i'm doing wrong? The problem is HSI VOR distance indicator doesn't remove that white cover, the autopilot doesn't work and FMS doesn't turn on when starting the plane from "cold and dark" status. I don't have these issues when starting from "already running engines" I tried to click on one of the two switches behind the Captain seat and saw that the closest one is the cause behind the FMS and HSI VOR distance indicator not working, so i presume that the autopilot wouldn't work either as if that switch turns off all electricals (is that true? is that the switch that controls the electricals, instruments and autopilot?) The problem is that even if click on it when starting from cold and dark, nothing happens nor changes, so apparently i found the cause behind but still don't have a solution and have no idea what to do. Watched several cold and dark startup videos on YT but no one seems to have this issue... I don't have these issues with any of my other planes, default ones nor Zibo, only 727.

My advice: since they didn’t give us a cabin to look at, leave the packs off at all times.

727 pan am ksfo airport ✈️✈️✈️✈️✈️

Hey dude! Everytime i start my APU it does not go any higher then 2500 when spooling up, also i get not flickering lights like you do am i doing somthing wrong or could this be a bug?

Only if it wasnt a payware aircraft. Really broke to afford it :(

The dislikes are from the people that don't own this aircraft

my apu gen, and engine gen bus refuse to close

Amazing livery for the flyjsim 727 the tutorial is very useful but I sont have that plane :/

Also what plane is at 0:32?

Does it ask you for activation code every time?