Boeing 737
History
The 737 was born out of Boeing's need to field a competitor in the short-range, small capacity jetliner market which had been pioneered by the BAC 1-11 and the Douglas DC-9. While Boeing had originally planned for a 60 to 85 seat aircraft, consultation with launch customer Lufthansa resuled in a change to 100 seats.[2] Boeing was far behind its competitors when the 737 was launched, as rival aircraft were already into flight certification. To speed up the development time, Boeing reused as much 60 percent oof the structure and systems of the existing 727, most notably the fuselage cross section, which permitted six-abreast seating compared to the rival 1-11 and DC-9's five-abreast layout.[2]
The first 737-100 took its maiden flight on April 9, 1967 and entered service in February 1968 with Lufthansa, the first foreign airline to launch a new Boeing plane. The 737-200 made its maiden flight on August 8, 1967. Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were ever produced. The lengthened 737-200 was widely preferred and was produced until 1988. The launch customer of the 737-200 was United Airlines. The inaugural flight for United was flown on April 28, 1968 from Chicago O'Hare (ORD) to Grand Rapids, Michigan. (GRR) After aircraft #135, a series of improvements were incorporated in to the 737-200. This became known as the 737-200 Advanced, which became the production standard.
In the early 1980s the 737 had its first major facelift. The new 737 Classic series began the precedent of balancing new technology while retaining commonality with previous 737. Fitting the CFM56 engine yielded significant gains in fuel economy, but also posed a significant engineering challenge given the low ground clearance of the 737. Boeing and engine supplier CFMI solved the problem by placing the engine ahead (rather than below) the wing, and by moving engine accessories to the sides (rather than the bottom) of the engine pod, giving the 737 a distinct non-circular air intake.
Prompted by the modern Airbus A320, Boeing initiated the 737 Next Generation (NG) program in 1993. The 737NG encompasses the -600, -700, -800 and -900, and is to date the most significant upgrade of the airframe. The performance of the 737NG is essentially that of a new aircraft, but important commonality is retained from previous 737.
Boeing has already hinted that a clean sheet replacement for the 737 (internally dubbed "Y1") could follow the 787, although no details are known at this time.
On February 13, 2006, Boeing reached a milestone by delivering the 5,000th 737 to Southwest Airlines. The 737-700 is the 447th 737 to join the carrier's fleet of all Boeing 737 jets.
Variants
The 737 has evolved over three distinct generations, including 9 major variants. The "Original" models consist of the 737-100 and the 737-200. The "Classic" models consist of the 737-300, the 737-400, and the 737-500. The "Next Generation" variants consist of the 737-600, the 737-700, the 737-800, and the 737-900. Of these nine variants, many feature additional versions that have been offered over time.
737 Original
737-100
The initial model was the 737-100, and was the smallest model. It was launched by Lufthansa in 1964 (which, by extension, launched the 737 itself) and entered service in 1968. Only a total of 30 737-100s were ordered and delivered. No 737-100s remain in service or in airworthy condition. The original Boeing prototype (now owned by NASA) is on exhibit in the Museum of Flight in Seattle
737-200
The 737-200 was an extended version of the 737-100, in order to accommodate the U.S. market. United Airlines was the launch customer. It was launched in 1965 and entered service in 1968.
737-200 Advanced The -200 was later updated as the 737-200 Advanced, which became the standard production version. The 737-200 Advanced was also sold as the 737-200 Executive Jet and the 737-200HGW (High Gross Weight).
These models are quickly heading for extinction owing to poor fuel efficiency, high noise emissions (despite the vast majority having had their JT8Ds fitted with hush kits) and escalating maintenance costs. A large number of the -200s still in operation are with "second tier" airlines and those of developing nations. The first generation 737s are all powered by Pratt & Whitney JT8D low-bypass ratio turbofan engines.
Boeing also provided the 737-200C (C for "Convertible"), that allowed converted between passenger and cargo use. The 737-200QC (QC for "Quick Change") was a further variation of the 737-200C, facilitating rapid conversion between roles.
737 Classic
The 737 Classic featured:
- CFM56 turbofan engines, nearly 20% more fuel efficient than the JT8D.
- Redesigned wing with improved aerodynamics.
- Flight deck improvements with optional EFIS (Electronic Flight Instrumentation System).
- Passenger cabin improvements similar to those on the Boeing 757.
737-300
The 737-300 was the first major overhaul of the 737 platform, incorporating a host of new improvements while also retaining commonality with previous 737. The -300 was launched in 1980 by USAir and Southwest Airlines, becoming the base model of the 737 Classic series.
737-400
The 737-400 was stretched beyond the 737-300, primarily to accommodate charter airlines. Piedmont and Pace Airlines were the launch customers. The -400 was launched in 1985 and entering service in 1988 with Piedmont.
The 737-400F is not a model delivered by Boeing but a converted 737-400 to an all cargo aircraft. Alaska Airlines was the first in the world to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets. The Airline also plans to convert 4 more into a fixed combi aircraft for half passenger and freight scheduled to enter service starting in September of 2006.
737-500
The 737-500 was the final 737 Classic developed. It was launched in 1987 by Southwest Airlines and entered service in 1990. The -500 returned to the fuselage length of the 737-200 while incorporating the improvements of the 737 Classic series. It offered a modern and direct replacement of the 737-200, while also allowing longer and thinner routes than the 737-300.
Third-party conversion of a passenger 737 Classics into cargo aircraft are now available. Kitty Hawk Cargo was the first airline to receive a 737-300F while Alaska Airlines was the first airline to convert a 737-400F. No 737-500 have yet been converted.
737 Next Generation
In 1993, Boeing launched a massive overhaul of the 737 Classic series. Early in the 1990s, it became clear that the modern Airbus A320 was a serious threat to Boeing's market share, as Airbus won previously loyal 737 customers like Lufthansa. After engineering trade studies and discussions with major 737 customers, Boeing proceeded to launch the 737 Next Generation series.
Important new features included:
- Improved CFM56-7 turbofan engine, 7% more fuel efficient than the CFM56-3
- New airfoil section, increased wing span, area, and chord
- Increased fuel capacity and higher MTOW
- Redesigned vertical stabilizer
- 6-screen LCD glass cockpit with modern avionics, retaining crew commonality with previous generation 737
- Passenger cabin improvements similar to those on the Boeing 777
737-600
The 737-600 was launched by Scandinavian Airlines System in 1995, but the has since suffered from weak sales, being most profitable for airlines focusing on long and thin routes. The 737-600 is the direct replacement of the 737-500 and competes with the A318.
737-700
The 737-700 was launched by Southwest Airlines in 1993 and entered service in 1998. It has the longest range of any 737 and is a direct competitor to the A319. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. An executive conversion is offered as the BBJ1. The BBJ1 is fitted with stronger wings, landing gear from the 737-800, and has increased range (through the use of extra fuel tanks) over the other 737 models.
737-700C This is again a convertible version where the seats can be removed for the plane to carry cargo. There is a large door on the left side of the airplane. The U.S. Navy launched the 737-700C.
737-700ER Boeing launched this version on January 31, 2006.[3] All Nippon Airways will be the launch customer, with an entry into service date in early 2007. The 737-700ER is essentially a mainline passenger version of the BBJ1 and 737-700IGW. It will offer a range of 5,510 nautical miles, with seating for 126 passengers in a 2-class configuration. A competitor to this model would be the A319LR.
737-800
The 737-800 was a stretched version of the 737-700, and replaces the 737-400. The -800 was launched by Hapag-Lloyd Flug (now Hapagfly) in 1994 and entering service in 1998. The 737-800 seats 162 passengers in a 2-class layout, or 189 in 1-class, and competes with the A320.
An executive conversion is offered as the BBJ2, and the 737-800ERX ("Extended Range") is available as a military variant. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets.
737-900
Boeing later introduced the 737-900, the longest variant to date. Alaska Airlines launched the 737-900 in 1997 and accepted delivery in 2000. Because the -900 retains the same exit configuration of the -800, seating capacity is limited to 189 seats. The 737-900 also retains the MTOW and fuel capacity of the -800, trading range for payload.
These short-comings prevented the 737-900 from effectively competing with the A321.
737-900ER The 737-900ER is the newest addition to the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200.
An additional pair of exit doors and a flat rear pressure bulkhead increase seating capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve range to that of other 737NG variants.
The 900ER was rolled out of the Renton, WA factory on August 8, 2006 for its launch customer, Lion Air.
Military variants
The Boeing 737 has also been popular as a military variant. There are several versions of the 737 with these special duties:
- T-43, a 737-200 - Used to train aircraft navigators for the U.S. Air Force. Some were modified into CT-43s which are used to transport passengers.
- C-40A Clipper, a 737-700C - The U.S. Navy's replacement for the C-9 Skytrain II. The C-40B and C-40C are used by the U.S. Air Force for transport of Generals and other senior leaders.
- Boeing 737 AEW&C, a 737-700IGW (roughly similar to the 737-700ER) - This is an AEW&C version of the 737NG. Australia is the first customer (as Project Wedgetail), followed by Turkey and South Korea, with Italy anticipated.
- P-8 Poseidon, a 737-800ERX - On June 14, 2004, Boeing's Integrated Defense Systems division beat Lockheed Martin in the contest to replace the P-3 Orion maritime patrol aircraft. Eventual orders may exceed 100 from the U.S. Navy. The P-8 is unique in that it has 767-400ER-style raked wingtips, instead of the blended winglets available on other 737NG variants.
- SLAMMR: Maritime reconnaissance/transport aircraft, fitted with SLAMMAR (side-looking multi-mission airborne radar.) Three aircraft were sold to the Indonesian Air Force.
- Lockheed CATBird, a 737-300, modified with the nose of a Lockheed F-35 Lightning II, a pair of canards, and (inside) an F-35 cockpit; to be used to flight test the F-35's complete avionics suite.
Many countries operate the 737 Passenger and Cargo variants in government or military applications.
- Brazil, Chile, India, Indonesia, Kuwait, Mexico, Niger, Peru, South Korea, Taiwan (Air Force One of Taiwan), Thailand, United Arab Emirates, United States (Air Force, Navy), Venezuela.
Specifications
| Measurement | 737-100 | 737-400 | 737-500 | 737-600 | 737-800 |
|---|---|---|---|---|---|
| Cockpit Crew | Two | Two | Two | Two | Two |
| Seating capacity | 118 (1-class) | 168 (1-class) | 132 (1-class) | 132 (1-class) | 189 (1-class) |
| Airplane Length | 28.6 m or 94' | 36.5 m or 119' 6" | 31.1 m or 101' 8" | 31.2 m or 102' 6" | 39.5 m or 129' 6" |
| Wingspan | 28.3 m or 93' | 28.9 m or 94' 8" | 28.9 m or 94' 8" | 34.3m or 112' 7" | 34.3m or 112' 7" |
| Wing Sweepback | 25° | 25° | 25° | 25.02° | 25.02° |
| Airplane Height | 11.3 m or 37' | 11.1 m or 36' 5" | 11.1 m or 36' 5" | 12.6 m or 41' 3" | 12.5 m or 41' 2" |
| Fuselage Width | 3.76 m or 12' 4" | 3.76 m or 12' 4" | 3.76 m or 12' 4" | 3.76 m or 12' 4" | 3.76 m or 12' 4" |
| Fuselage Height | 4.11 m or 13' 6" | 4.11 m or 13' 6" | 4.11 m or 13' 6" | 4.11 m or 13' 6" | 4.11 m or 13' 6" |
| Cabin Width | 3.54 m or 11' 7" | 3.54 m or 11' 7" | 3.54 m or 11' 7" | 3.54 m or 11' 7" | 3.54 m or 11' 7" |
| Cabin Height | 2.20 m or 7' 3" | 2.20 m or 7' 3" | 2.20 m or 7' 3" | 2.20 m or 7' 3" | 2.20 m or 7' 3" |
| Weight Empty | 28,120 kg or 61,864 lbs. | 33,200 kg or 73,040 lbs. | 31,300 kg or 68,860 lbs. | 36,378 kg or 80,031 lbs. | 41,413 kg or 91,108 lbs. |
| Maximum take-off weight | 49,190 kg or 108,218 lbs. | 68,050 kg or 149,710 lbs. | 60,550 kg or 133,210 lbs. | 66,000 kg or 145,500 lbs. | 79,010 kg or 174,200 lbs. |
| Service Ceiling | 35,000 ft | 37,000 ft | 37,000 ft | 41,000 ft | 41,000 ft |
| Cruising speed | mach 0.79 | mach 0.78 | mach 0.78 | mach 0.785 | mach 0.785 |
| Maximum speed | mach 0.81 | mach0.81 | mach 0.81 | mach 0.81 | mach 0.81 |
| Range fully loaded | 3,440 km or 1,860 nm | 4,005 km or 2,165 nm | 4,444 km or 2,402 nm | 5,648 km or 3,050 nm | 5,665 km or 3,060 nm |
| Max. fuel capacity | 17,860 litres 4,725 USG | 23,170 litres 6,130 USG | 23,800 litres 6,296 USG | 26,020 litres 6,875 USG | 26,020 litres 6,875 USG |
| Engines | PW JT8D-7 | CFM56-3B-2 | CFM56-3B-1 | CFM56-7 | CFM56-7 |
| Thrust | 19,000 lbs. | 18,500 lbs | 22,000 lbs. | 22,700 lbs. | 27,300 lbs. |
| Fan Tip Diameter | 1.37 m or 54" | 1.52 m or 60" | 1.52 m or 60" | 1.55 m or 61" | 1.55 m or 61" |
737 Deliveries
| 2006 | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 | 1997 | 1996 | 1995 | 1994 | 1993 | 1992 | 1991 | 1990 | 1989 | 1988 | 1987 | 1986 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 276 | 212 | 202 | 173 | 223 | 299 | 281 | 320 | 281 | 135 | 76 | 89 | 121 | 152 | 218 | 215 | 174 | 146 | 165 | 161 | 141 |
| 1985 | 1984 | 1983 | 1982 | 1981 | 1980 | 1979 | 1978 | 1977 | 1976 | 1975 | 1974 | 1973 | 1972 | 1971 | 1970 | 1969 | 1968 | 1967 | 1966 | 1965 |
| 115 | 67 | 82 | 95 | 108 | 92 | 77 | 40 | 25 | 41 | 51 | 55 | 23 | 22 | 29 | 37 | 114 | 105 | 4 | 0 | 0 |
Incidents
Recent accidents
- January 3, 2004 - Flash Airlines, Flight 604, a 737-300 crashed shortly after take-off from Sharm el-Sheikh, Egypt killing all 148 passengers and crew. [1]
- February 3, 2005 - Kam Air, Flight 904, a 737-200 crashed into a mountain 20 miles (30 km) east of Kabul, Afghanistan killing all 96 passengers and eight crew. [2]
- August 14, 2005 - Helios Airways, Flight 522, a 737-300 crashed after cabin decompression and crew loss of consciousness, north of Athens, killing all 121 passengers and crew.
- August 23, 2005 - TANS Peru, Flight 204, a 737-200 crashed during a storm in the Peruvian jungle, killing 40 of the 92 passengers and six crew. [3]
- September 5, 2005 - Mandala Airlines, Flight 091, a 737-200 crashed in Medan, Indonesia, killing 102 of the 117 passengers and crew, plus 47 more on the ground. [4]
- October 22, 2005 - Bellview Airlines, Flight 210, a 737-200 crashed shortly after take-off from Lagos, Nigeria, killing all 111 passengers and six crew. [5]
- December 8, 2005 - Southwest Airlines, Flight 1248, a 737-700 slid off the runway during a heavy snowstorm landing at Chicago's Midway Airport killing one person on the ground.[6]
- September 29, 2006 - Gol Transportes Aéreos, Flight 1907, a 737-800 Brazilian airliner with 154 people on board went down following a midair collision with a Embraer Legacy 600. All on board the 737 were killed. The Legacy managed to land safely at a Brazilian Air Force Base. [7]
- October 29, 2006 - ADC Airlines, Flight 53, a 737-200 crashed during a storm shortly after takeoff from Abuja, Nigeria. All but seven of the 104 passengers and crew are reported to have perished. [8]
Accidents summary
Statistics as of December 12, 2005:
- Hull-loss Accidents: 114 with a total of 3182 fatalities
- Other occurrences: 6 with a total of 242 fatalities
- Hijackings: 96 with a total of 325 fatalities
Controversy
- On August 21 2006 Sky News alleged that Boeing's Next Generation 737s built from 1994 to 2002 contained defective parts. The report stated that various parts of the airframe produced by Ducommun were found to be defective by Boeing employees but that Boeing refused to take action. Boeing said that the allegations were "without merit"
Trivia
- The popularity of the 737 can be traced in large part to its use by Southwest Airlines, which has been a launch customer on the -300, -500, and -700 variants. Southwest uses no other aircraft type and accounts for over 9% of the total number of delivered 737 aircraft.
- In addition to Southwest, the following airlines also have an all-Boeing 737 fleet: Ryanair, Westjet
- The Boeing 737s has several nicknames:
- The first 737s were nicknamed, "The Baby Boeing" because it looked like a baby 707 to many pilots.
- An additional early nickname was "Fat Albert" since it was only a foot longer in length than the wing span.
- The 737 has also been nicknamed the "flying football" due its resemblance to the shape of an American football.
- At United Airlines the 737 is nicknamed "Guppy".
- Engines on the 737 Classic series (300,400,500) and Next-Generation series (600, 700, 800, 900) do not have circular inlets, as most aircraft do. Engineers needed additional space to locate equipment on the more powerful engines, but because the 737 sits lower to the ground than most aircraft, the enlarged engine would sit too close to the ground. Instead, the engineers placed equipment on the engine's sides, giving the engine a pronounced triangular shape. Boeing and CFM International, the engine manufacturer, claim that the triangular shape actually yields slightly improved performance. The necessary nacelle redesign is known in the industry as "hamsterisation", because of the resemblance of the shape to the rodent.
- The 737 uses the same basic fuselage cross section as the 707, 727 and 757.
- Most 737 cockpits are equipped with "eyebrow windows" positioned above the main glareshield. Eyebrow windows were a feature of the original 707. They allowed for greater visibility in turns, and offered better sky views if navigating by stars. With modern avionics, they became redundant, and many pilots actually placed newspapers or other objects in them to block out sun glare. They were eliminated from the 737 cockpit design in 2004.
- Southwest Airlines is actually in the process of plugging the "eyebrow windows" on their entire fleet of 737's. New aircraft delivered from Boeing after 2004 come without "eyebrow windows."
- Blended winglets are currently a very popular retrofit on the 737. These winglets stand approximately 8 feet tall and are installed at the end of the main wings. They help aerodynmics (resulting in reduced fuel burn, less engine wear, and less noise on take offs).
- The fuselage of the 737 actually has a smaller diameter than that of the engine nacelle of the GE90-115B turbo-fan jet engine. The GE90-115B is used to power the Boeing 777-200LR and 777-300ER.
- The 737 has no full doors covering the main landing gear. The main landing gear (under the wings at mid-cabin), rotate into wells in the plane's belly, the legs being covered by partial doors, and "brush-like" seals aerodynamically smooth (or "fair") the wheels in the wells. The sides of the tires are exposed to the air in flight. "Hub caps" complete the aerodynamic profile of the wheels, but is forbidden to operate without them, because they are actually links to the ground speed sensor that interfaces with the anti-skid brake system. When observing a 737 take off, or at low altitude, the dark circles of the tires can be plainly seen. Boeing states that this design saves weight and reduces complexity.
- With the number of 737s in use, it is estimated that one 737 takes-off every 5 seconds somewhere in the world.
- 737s are not equipped with fuel dump systems. Depending upon the nature of the emergency, 737s either circle to burn-off fuel or land overweight.
- In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Aéreos, who frequently operate from restricted airports. The optional package is available for the 737NG models and standard equipment for the 737-900ER. The enhancements improve takeoff and landing performance.
- "737" is the first lyric in the song Travelin' Band, recorded by rock band Creedence Clearwater Revival.
- The 737 has carried the equivalent of the world's population, about 7 billion passengers.
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