The Final Flight of a Legend: The Last flight of a 727-100?

The Boeing 727-100/21 VP-BAP was a common sight at the Van Nuys Airport up until early December, 2025. The above photo was captured on March 9, 2024 when it was Departing to France via Portsmouth, New Hampshire.

About the Aircraft

Back in late 1962, Boeing introduced its first short haul airliner: The Boeing 727. Capable of flying up to 130 passengers on short and medium-haul flights into smaller airports. United Airlines and the now defunct Eastern Airlines were the first operators of the aircraft. Designed to replace older propeller-driven airliners with faster and higher capacity, the Boeing 727 was one of Boeing's most successful aircraft. Powered by three Pratt and Whitney JT8D turbofan engines on the tail, the Boeing 727 became not only a workhorse for major airlines in the following decades but also a favorite among aviation enthusiasts.

The Boeing 727-100; the original version was produced from 1962 until 1972. Production continued through the 1970s and early 1980s with the stretched 727-200 version, introduced for higher density passenger configuration and could carry up to 160 passengers. The last Boeing 727-200 was delivered in 1984 to FedEx (or Federal Express back then) for cargo use. By the early 1990s, most older Boeing 727-100 variants were being phased out and replaced by newer more efficient airliners including versions of the Boeing 737 and Airbus A320. The last U.S. Airlines to operate the 727 on commercial flights were Delta and Northwest Airlines in 2003. Part of the reason they were retired was the rather excessive noise the JT8D engines produced, and their heavy fuel consumption compared to a Boeing 737-800 or Airbus A320 of today. 

However, in spite of the majority of airlines retiring the type, a rather small number aircraft have remained in service with cargo airlines. However, the majority of them are -200 versions which have also been updated with newer JT8D engines used on aircraft such as the McDonnell Douglas MD-80 series. While most Boeing 727-200s flying are in cargo use, some -100 variants are still in use as private jets. Among those who used 727-100s included President Trump (before acquiring his 757), and Getty family's Gordon Getty. 

One of the 727-100s in use recently was the 727-100 VP-BAP, typically seen at places such as Van Nuys Airport as well as in Lyon and Grenoble, France. This aircraft was built in 1967 for Pan American (or Pan Am) as N358PA, and served with them until the early 1980s when it was configured for private use. In 2007 it was acquired by Malibu Consulting Corporation CEO Geoff Palmer (not the actor). It was also re-engined with the newer JT8D engines used on the MD-80 for quieter noise emissions, and retrofitted with fuel efficient winglets. 

First Experience

My first experiences with Boeing 727-100 VP-BAP began in early 2010. I would go to Van Nuys airport with my father often whenever we were out in the San Fernando Valley of Los Angeles. While I didn't know much about business jets at the time, although I would over the next few years, I could recognize commercial airliners. Van Nuys airport had a number of airliner business jets operating out of there including a few Boeing 737s known as BBJs (Boeing Business Jets built off the factory floor for private use).

But on one occasion while we were driving around the airport, we noticed a few Boeing 727s tucked away in part of the airport. One was a former Clay Lacy Aviation one (N724CL), and the other was VP-BAP. At the time I was 9-10 years old and knew the 727 was not a common sight as it used to be. Given how my father had told me that the 727s were not only loud, but also fuel guzzlers I was amazed to see some still in use albeit not in commercial airline use. However, this was well before I was deeply hooked on aviation photography and tracking apps such as Flightaware.com and Flightradar. Therefore, I only assumed it would be a case of luck that we may eventually see VP-BAP fly. Over the next few years, I would see the aircraft parked on a few occasions but also notice when it was absent. Therefore, I realized that not only was it still flyable but it was indeed being used and going places.

Then in late 2018, I finally began tracking it now that I could legally drive and be ready if it was possibly going to file for departure on Flightradar and/or Flightaware. My gamble paid off, in December 2018 I first saw the aircraft departing with a primitive camera (just before upgrading to Nikon DSLR). Nevetheless, I was amazed but kind of surprised with how noisy it was. Given I learned it had MD-80 engines, it did make a lot of noise but it actually wasn't as noisy as I had predicted it would be. Even so, it was an exhilarating experience to see a 727 fly in an era where quieter efficient twin jets dominated the short-haul airline world.

The First Boeing 727, delivered to United Airlines is on display at the Museum of Flight in Seattle.

Over the next few years, as I began to track the 727 VP-BAP, I started to discover consistency with when and where it would go each year. Often the aircraft would fly to Europe in March and again in the summer, then it would come back in September. Between then it would also go to places in Asia such as Tokyo via Alaska, or sometimes Palm Springs and Aspen, Colorado around ski-season. With all these various trips that Geoff Palmer would take, it seemed like there were numerous opportunities I myself or any other photographer had if they wanted to capture photos. Typically I captured VP-BAP when it was flying at the best times for photos. The most consistent were when it would arrive back at Van Nuys in September, or Departing to Europe in March. At least the last three times I saw it were on those occasions. 

During that time, I would often see familiar airplane photographers all wanting to capture the 727 still flying. After the return from Europe, I even managed to run into the crew at one of the FBOs (Fixed Base Operations) at Van Nuys Airport. There, I asked the captain if he enjoyed flying a 727? He said "It handles a lot better than other airliners of its size. It also can land on shorter runways than other biz jets."

I also wondered how long the aircraft would stay in operation, given it was an old airplane and some aircraft can operate until maintenance costs get too high. While the 727 VP-BAP was being used, I did however notice on one visit to Van Nuys; A Gulfstream G550 in the exact same livery as the 727 with the tail number N787GP. When I saw that, I immediately wondered was that supposed to be VP-BAP's successor or a supplementary aircraft? On the day I met the captain, I asked was the G5 gonna replace the 727, he told me that he flew both aircraft but not that it would replace the 727. For a while it seemed that way, as the G5 was used on some flights while the 727 flew other flights. 

From Rarity to Regular

VP-BAP Returning from Europe via Goose Bay on September 10, 2023.

One of the last times I saw VP-BAP Departing to France via Portsmouth on March 7, 2025.

VP-BAP Departing to France via Portsmouth, New Hampshire on March 9, 2024.

The End of an Era

In late 2025, VP-BAP went to Brunswick, Georgia for a month and a half. Initially it didn't really ring any alarm bells with me, as it would go to Brunswick, Georgia at least once a year for maintenance and then would come back. The aircraft returned to Van Nuys on December 11, 2025 as I would have expected. However, I had no idea the aircraft's days of flying were essentially over. On the evening of its return, I saw a Facebook post on the Van Nuys Airport photography group by one of the people who worked at Clay Lacy Aviation's FBO. It stated that VP-BAP would be heading to Kingman, Arizona for its retirement after 59 years of flying. It was also announced that it was the last 727-100 variant flying in the world. Thereby, making it even more historically significant.

I was shocked, considering it had just come back from maintenance I assumed it would still fly for at least another year. At the same time, the Van Nuys airport had arguably changed over the years; new facilities built, the AirTel hotel and 94th Aero Squadron restaurants closing and other common biz jets either retired or not flying into Van Nuys anymore. Yet VP-BAP was still a consistent visitor and common sight among aircraft spotters at the airport. But now even that was about to change. Regardless, I knew that I had to be at Van Nuys for the final flight, scheduled for December 13, 2025. 

While I have experienced some final flights that are undeniably emotional, the VP-BAP departure felt incredibly potent. Considering all the years I had seen the aircraft, the time I met members of the crew, and of course the photos of it in action. It was inevitable I would be emotionally overwhelmed on this day, especially since it was rather quickly and unexpected.

As I drove out there on the Saturday morning, I was already expecting where I would try and photograph the final takeoff. However, as with the flight itself, there were some unexpected changes to come. The flight was initially supposed to takeoff at 9:20am, but as I got to Van Nuys at 8:45 I heard the engines already running. I knew I had to get into the right spot immediately as they would likely taxi out soon and it wouldn't take long. Unfortunately, because of that I had to get to the spot on Sherman Way near the old Airtel hotel quickly assuming it would be the best spot to get an airborne picture. 

I had no idea, how light the aircraft actually would be, as it took off and climbed out more like an Air Force fighter jet than even an empty 727. Probably because most of its interior may have been removed in Brunswick, Georgia, the duration of the flight being 45-minutes and obviously the crew were the only people on it. While I was disappointed the final flight of VP-BAP had some unexpected difficulties, the emotional feeling of the day was undeniable.

I remember when I went by Clay Lacy's FBO to use the restroom after the takeoff, I ran into some of the staff who I had become familiar with in the last few years. At that point the emotional gravity of it all finally hit me, I remember getting incredibly misty and sentimental when talking to the two women who were working the counter that morning. I told them that part of the reason it was so emotional for me, was how rare the aircraft was and how it was what made Van Nuys airport so unique. Along with the fact I had seen the aircraft for years, and had met the crew on at least one occasion.

I also saw a fellow avgeek who I know from Burbank airport that happened to be on the flight line for the departure. He also confirmed that they were pretty high at the location where he watched it. Further proof of how unexpected the steep takeoff was for the aviation geeks watching it. 

Nevertheless, seeing what may be the last 727-100 Departure in the US if not the world, especially out of Van Nuys was an incredibly emotional experience. It shows that even amongst aviation photographers, we grow attached to the aircraft we photograph, the crew members, and the places we see them. Given it was a rather legendary 727, the legacy of VP-BAP will live on for many more years. 

As this photo clearly indicates, VP-BAP climbed more like an F-22 instead of a typical airliner on its last flight.