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Boeing 737

January 20, 2023

For variants of this aircraft, see Boeing 737 Classic, Boeing 737 Next Generation, and Boeing 737 MAX.

The Boeing 737 is a narrow-body aircraft produced by Boeing at its Renton Factory in Washington. Developed to supplement the Boeing 727 on short and thin routes, the twinjet retains the 707 fuselage width and six abreast seating with two underwing turbofans. Envisioned in 1964, the initial 737-100 made its first flight in April 1967 and entered service in February 1968 with Lufthansa. The lengthened 737-200 entered service in April 1968, and evolved through four generations, offering several variants for 85 to 215 passengers.

Boeing 737
A Boeing 737-200, the first mass-produced 737 model, in operation with South African Airways in 2007
Role Narrow-body airliner
National origin United States
Manufacturer Boeing
First flight April 9, 1967;
55 years ago (1967-04-09)
Introduction February 10, 1968 (54 years ago) (1968-02-10), with Lufthansa
Status In service
Primary users Southwest Airlines
Produced 1966 (1966)–present
Number built 11,264 as of December 2022[1]
Variants Boeing T-43
Developed into

The 737-100/200 original variants were powered by Pratt & Whitney JT8D low-bypass engines and offered seating for 85 to 130 passengers. Launched in 1980 and introduced in 1984, the 737 Classic -300/400/500 variants were upgraded with CFM56-3 turbofans and offered 110 to 168 seats. Introduced in 1997, the 737 Next Generation (NG) -600/700/800/900 variants have updated CFM56-7s, a larger wing and an upgraded glass cockpit, and seat 108 to 215 passengers. The latest generation, the 737 MAX, 737-7/8/9/10 MAX, powered by improved CFM LEAP-1B high bypass turbofans and accommodating 138 to 204 people, entered service in 2017. Boeing Business Jet versions are produced since the 737NG, as well as military models.

As of December 2022, 15,576 Boeing 737s have been ordered and 11,264 delivered. Initially, its main competitor was the McDonnell Douglas DC-9, followed by its MD-80/MD-90 derivatives. In 2013, the global 737 fleet had completed more than 184 million flights over 264 million block hours since its entry into service. It was the highest-selling commercial aircraft until being surpassed by the competing Airbus A320 family in October 2019, but maintains the record in total deliveries. The 737 MAX, designed to compete with the A320neo, was grounded worldwide between March 2019 and November 2020 following two fatal crashes.[2]

Development

 
1964 concept with tail mounted engines
 
October 18, 1966, Jet aircraft patent, filed June 22, 1965, by John Steiner and Joe Sutter for Boeing

Initial design

Boeing had been studying short-haul jet aircraft designs, and saw a need for a new aircraft to supplement the 727 on short and thin routes.[3] Preliminary design work began on May 11, 1964,[4] based on research that indicated a market for a fifty to sixty passenger airliner flying routes of 50 to 1,000 miles (100 to 1,600 km).[3][5]

The initial concept featured podded engines on the aft fuselage, a T-tail as with the 727, and five-abreast seating. Engineer Joe Sutter relocated the engines to the wings which lightened the structure and simplified the accommodation of six-abreast seating in the fuselage.[6] The engine nacelles were mounted directly to the underside of the wings, without pylons, allowing the landing gear to be shortened, thus lowering the fuselage to improve baggage and passenger access.[7] Relocating the engines from the aft fuselage also allowed the horizontal stabilizer to be attached to the aft fuselage instead of as a T-tail.[8] Many designs for the engine attachment strut were tested in the wind tunnel and the optimal shape for high speed was found to be one which was relatively thick, filling the narrow channels formed between the wing and the top of the nacelle, particularly on the outboard side.

At the time, Boeing was far behind its competitors; the SE 210 Caravelle had been in service since 1955, and the BAC One-Eleven (BAC-111), Douglas DC-9, and Fokker F28 were already into flight certification.[9] To expedite development, Boeing used 60% of the structure and systems of the existing 727, the most notable being the fuselage, which differs in length only. This 148-inch (3.76 m) wide fuselage cross-section permitted six-abreast seating compared to the rivals' five-abreast. The 727's fuselage was derived from the 707.[10]

The proposed wing airfoil sections were based on those of the 707 and 727, but somewhat thicker; altering these sections near the nacelles achieved a substantial drag reduction at high Mach numbers.[11] The engine chosen was the Pratt & Whitney JT8D-1 low-bypass ratio turbofan engine, delivering 14,500 pounds-force (64 kN) of thrust.[12]

The concept design was presented in October 1964 at the Air Transport Association maintenance and engineering conference by chief project engineer Jack Steiner, where its elaborate high-lift devices raised concerns about maintenance costs and dispatch reliability.[6]

Major design developments

 
A comparison of the first three generations

The original 737 continued to be developed into thirteen passenger, cargo, corporate and military variants. These were later divided into what has become known as the four generations of the Boeing 737 family:

  • The first generation "Original" series: the 737-100 and -200, also the military T-43 and C-43, launched February 1965.
  • The second generation "Classic" series: 737-300, -400 and -500, launched in 1979.
  • The third generation "NG" series: 737-600, -700, -800 and -900, also the military C-40 and P-8, launched late 1993.
  • The fourth generation 737 MAX series: 737-7, -8, -9 and -10, launched August 2011.

Launch

The launch decision for the $150 million development was made by the board on February 1, 1965. Lufthansa became the launch customer on February 19, 1965,[10] with an order for 21 aircraft, worth $67 million[9] after the airline had been assured by Boeing that the 737 project would not be canceled.[13] Consultation with Lufthansa over the previous winter had resulted in the seating capacity being increased to 100.[10]

On April 5, 1965, Boeing announced an order by United Airlines for 40 737s. United wanted a slightly larger capacity than the 737-100, so the fuselage was stretched 36 inches (91 cm) ahead of, and 40 inches (102 cm) behind the wing.[8] The longer version was designated the 737-200, with the original short-body aircraft becoming the 737-100.[14] Detailed design work continued on both variants simultaneously.

Introduction

 
737-100 introduced by Lufthansa on February 10, 1968.

The first -100 was rolled out on January 17, 1967, and took its maiden flight on April 9, 1967, piloted by Brien Wygle and Lew Wallick.[15] After several test flights the Federal Aviation Administration (FAA) issued Type Certificate A16WE certifying the 737-100 for commercial flight on December 15, 1967.[16][17] It was the first aircraft to have, as part of its initial certification, approval for Category II approaches,[18] which refers to a precision instrument approach and landing with a decision height between 98 to 197 feet (30 to 60 m).[19] Lufthansa received its first aircraft on December 28, 1967, and on February 10, 1968, became the first non-American airline to launch a new Boeing aircraft.[16] Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were produced.[20]

The -200 was rolled out on June 29, 1967, and had its maiden flight on August 8, 1967. It was then certified by the FAA on December 21, 1967.[17][21] The inaugural flight for United Airlines took place on April 28, 1968, from Chicago to Grand Rapids, Michigan.[16] The lengthened -200 was widely preferred over the -100 by airlines.[22] The improved version, the 737-200 Advanced, was introduced into service by All Nippon Airways on May 20, 1971.[23]

The 737 original model with its variants, known later as the Boeing 737 Original, initially competed with SE 210 Caravelle and BAC-111 due to their earlier entry into service and later primarily with the McDonnell Douglas DC-9, then its MD-80 derivatives as the three European short-haul single aisles slowly withdrew from the competition. Sales were low in the early 1970s[24] and, after a peak of 114 deliveries in 1969, only 22 737s were shipped in 1972 with 19 in backlog. The US Air Force saved the program by ordering T-43s, which were modified Boeing 737-200s. African airline orders kept the production running until the 1978 US Airline Deregulation Act, which improved demand for six-abreast narrow-body aircraft. Demand further increased after being re-engined with the CFM56.[6] The 737 went on to become the highest-selling commercial aircraft until surpassed by the competing Airbus A320 family in October 2019, but maintains the record in total deliveries.[25]

The fuselage is manufactured in Wichita, Kansas, by Boeing spin-off company Spirit AeroSystems, before being moved by rail to Renton.[26]

Generations and variants

737 Original (first generation)

The Boeing 737 Original is the name given to the -100/200 and -200 Advanced series of the Boeing 737 family.

737-100

 
The first Boeing 737-130 used as prototype and later operated by NASA

The initial model was the 737-100, the smallest variant of the 737 aircraft family, which was launched in February 1965 and entered service with Lufthansa in February 1968. In 1968, its unit cost was US$3.7M (1968),[27] $28.8M today. A total of 30 737-100s were ordered: 22 by Lufthansa, 5 by Malaysia–Singapore Airlines (MSA) and 2 by Avianca with the final commercial aircraft delivered to MSA on October 31, 1969. The first aircraft used by Boeing as prototype under registration N73700 was later ordered by and delivered to NASA on July 26, 1973, which then operated it under registration N515NA and retired after 30 years on September 27, 2003. This was the last operated 737-100 and is the only remaining worldwide, which is on the static display in the Museum of Flight in Seattle.[28][29]

The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. They proved to be relatively ineffective and tended to lift the aircraft up off the runway when deployed. This reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes. In 1968, an improvement to the thrust reversal system was introduced.[30] A 48-inch tailpipe extension was added and new target-style thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away from the vertical to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings. The improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft. Longer nacelle/wing fairings were introduced, and the airflow over the flaps and slats was improved. The production line also introduced an improvement to the flap system, allowing increased use during takeoff and landing. All these changes gave the aircraft a boost to payload and range, and improved short-field performance.[16]

737-200

 
The 737-200 was brought into service by United Airlines on April 28, 1968.
 
Several Canadian airlines still use the 737-200 due to its gravel runway capabilities. Pictured here is an Air Inuit aircraft in 2012.

The 737-200 was a 737-100 with an extended fuselage, launched by an order from United Airlines in 1965 and entered service with the launch customer in April 1968. Its unit cost was US$4.0M (1968)[27] ($31.2M today). The -200's unit cost was US$5.2M (1972)[31] ($33.7M today). The 737-200 Advanced is an improved version of the -200, introduced into service by All Nippon Airways on May 20, 1971.[23] After aircraft #135, the 737-200 Advanced has improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity, and hence a 15% increase in payload and range over the original -200s and respectively -100s.[18][32] The 737-200 Advanced became the production standard in June 1971.[33] Boeing also provided the 737-200C (Combi), which allowed for conversion between passenger and cargo use and the 737-200QC (Quick Change), which facilitated a rapid conversion between roles. The 1,095th and last delivery of a -200 series aircraft was in August 1988 to Xiamen Airlines.[1][34]

Nineteen 737-200s, designated T-43, were used to train aircraft navigators for the U.S. Air Force. Some were modified into CT-43s, which are used to transport passengers, and one was modified as the NT-43A Radar Test Bed. The first was delivered on July 31, 1973, and the last on July 19, 1974. The Indonesian Air Force ordered three modified 737-200s, designated Boeing 737-2X9 Surveiller. They were used as Maritime reconnaissance (MPA)/transport aircraft, fitted with SLAMMAR (Side-looking Multi-mission Airborne Radar). The aircraft were delivered between May 1982 and October 1983.[35]

Delta Express promoted the Cartoon Network animated television series The Powerpuff Girls by having a 737-200 painted with a special livery featuring the characters Blossom, Bubbles, and Buttercup on the exterior.[36] The plane's inaugural flight was held at Logan International Airport in Boston, Massachusetts, on July 17, 2000.[37] In 2002, the aircraft was repainted with a different Powerpuff Girls theme to promote The Powerpuff Girls Movie.[38][importance?]

After 40 years, in March 2008, the final 737-200 aircraft in the U.S. flying scheduled passenger service were phased out, with the last flights of Aloha Airlines.[39] As of 2018, the variant still saw regular service through North American charter operators such as Sierra Pacific Airlines.[40] With the improved short-field capabilities of the 737-200, Boeing offered the option of the gravel kit modification features preventing foreign object damage, which enables this aircraft to operate on remote, unimproved or unpaved runways, such as gravel runways, that other similarly sized jetliners cannot.[41] Until retiring its -200 fleet in 2007, Alaska Airlines used this option for some of its combi aircraft rural operations to serve many unimproved runways in Alaska.[42][43] Gravel-kitted 737-200 Combis are still used by Canadian North (which is due to retire their last one in early 2023),[44] Air Inuit, Nolinor Aviation and Chrono Aviation in Northern Canada where gravel runways are common.

As of October 2020, there were 77 Boeing 737-200s in service.[45][needs update]

737 Classic (second generation)

Main article: Boeing 737 Classic

The Boeing 737 Classic is the name given to the 737-300/400/500 series after the introduction of the -600/700/800/900 series of the Boeing 737 family.[46] Produced from 1984 to 2000, a total of 1,988 Classic series were delivered.[47]

Close to the next major upgrade of single aisle aircraft at Airbus and Boeing, the price of jet fuel reached a peak in 2008, when airlines devoted 40% of the retail price of an air ticket to pay for fuel, versus 15% in 2000.[48][49] Consequently, in that year carriers retired Boeing 737 Classic aircraft to reduce fuel consumption; replacements consisted of more efficient 737 Next Generation or A320 family aircraft. On June 4, 2008, United Airlines announced it would retire all 94 of its Classic 737 aircraft (64 737-300 and 30 737-500 aircraft), replacing them with A320 family jets taken from its Ted subsidiary, which has been shut down.[50][51][52] This intensified the competition between the two giant aircraft manufacturers, which has since become a duopoly competition.

An optional upgrade with winglets became available for the Classic and NG series.

  • The 737-300 can be retrofitted with Aviation Partners Boeing winglets. The 737-300 retrofitted with winglets is designated the -300SP (Special Performance).
  • WestJet was to launch the 737-600 with winglets, but dropped them in 2006.[53]

737-300

 
737-300 with wider CFM56 turbofans, introduced by USAir on November 28, 1984.

Development began in 1979 for the 737's first major revision, which was originally introduced as the 'new generation' of the 737.[54] Boeing wanted to increase capacity and range, incorporating improvements to upgrade the aircraft to modern specifications, while also retaining commonality with previous 737 variants. In 1980, preliminary aircraft specifications of the variant, dubbed 737-300, were released at the Farnborough Airshow.[55] This first major upgrade series was later renamed to the 737 Classic series. It competed primarily with MD-80, its later derivative MD-90 and the newcomer Airbus A320 family.

Boeing engineer Mark Gregoire led a design team, which cooperated with CFM International to select, modify and deploy a new engine and nacelle that would make the 737-300 into a viable aircraft. They chose the CFM56-3B-1 high-bypass turbofan engine to power the aircraft, which yielded significant gains in fuel economy and a reduction in noise, but also posed an engineering challenge, given the low ground clearance of the 737 and the larger diameter of the engine over the original Pratt & Whitney engines. Gregoire's team and CFM solved the problem by reducing the size of the fan (which made the engine slightly less efficient than it had been forecast to be), placing the engine ahead of the wing, and by moving engine accessories to the sides of the engine pod, giving the engine a distinctive non-circular "hamster pouch" air intake.[56][57] Earlier customers for the CFM56 included the U.S. Air Force with its program to re-engine KC-135 tankers.[58]

The passenger capacity of the aircraft was increased to 149 by extending the fuselage around the wing by 9 feet 5 inches (2.87 m). The wing incorporated several changes for improved aerodynamics. The wingtip was extended 9 inches (23 cm), and the wingspan by 1 foot 9 inches (53 cm). The leading-edge slats and trailing-edge flaps were adjusted.[56] The tailfin was redesigned, the flight deck was improved with the optional EFIS (Electronic Flight Instrumentation System), and the passenger cabin incorporated improvements similar to those developed on the Boeing 757.[59] The prototype -300, the 1,001st 737 built, first flew on February 24, 1984, with pilot Jim McRoberts.[59] It and two production aircraft flew a nine-month-long certification program.[60] The 737-300 retrofitted with Aviation Partners' winglets was designated the -300SP (Special Performance). The 737-300 was replaced by the 737-700 of the Next Generation series.

737-400

 
Alaska Airlines was the first airline to have a 737-400 converted to a freighter.

The 737-400 was launched in 1985 to fill the gap between the 737-300 and the 757-200. In June 1986, Boeing announced the development of the 737-400,[61] which stretched the fuselage a further 10 feet (3.0 m), increasing the capacity to 188 passengers, and requiring a tail bumper to prevent tailstrikes during take-off and a strengthened wing spar.[62] The -400s first flight was on February 19, 1988, and, after a seven-month/500-hour flight-testing run, entered service with Piedmont Airlines that October.[63] The last two -400s, i.e. the last 737 Classics series, were delivered to CSA Czech Airlines on February 28, 2000.[64] The 737-400 was replaced by the 737-800 of the Next Generation series. The 737-400SF was a 737-400 converted to freighter, though it was not a model delivered by Boeing and hence the nickname Special Freighter (SF). Alaska Airlines was the first to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets.[65] The airline had also converted five more into fixed combi aircraft for half passenger and freight. These 737-400 Combi aircraft were retired in 2017 and replaced by the 737-700F of the Next Generation series.[66]

737-500

 
Shorter by 7 ft 10 in (2.4 m), the first 737-500 was delivered to Southwest Airlines on February 28, 1990

The 737-500 was offered as a modern and direct replacement of the 737-200. It was launched in 1987 by Southwest Airlines, with an order for 20 aircraft,[67] and it flew for the first time on June 30, 1989.[63] A single prototype flew 375 hours for the certification process,[63] and on February 28, 1990, Southwest Airlines received the first delivery.[47]

The -500 incorporated the improvements of the 737 Classic series, allowing longer routes with fewer passengers to be more economical than with the 737-300. The fuselage length of the 737-500 is 1 foot 7 inches (48 cm) longer than the 737-200, accommodating up to 140[62] passengers. Both glass and older-style mechanical cockpits arrangements were available.[63] Using the CFM56-3 engine also gave a 25% increase in fuel efficiency over the older 737-200s P&W engines.[63] The 737-500 has faced accelerated retirement due to its smaller size, after 21 years in service compared to 24 years for the -300.[68][69] While a few 737-300s were slated for freighter conversion, no demand at all existed for a -500 freighter conversion. The 737-500 was replaced by the 737-600 of the Next Generation series, though the -600 was not as successful in total orders as the -500.

737 NG (third generation)

Main article: Boeing 737 Next Generation

The Boeing 737 Next Generation, abbreviated as 737 Next Gen or 737NG, is the name given to the main models 737-600/700/800/900 series and the extended range -700ER/900ER variants of the Boeing 737 family. It has been produced since 1996 and introduced in 1997, with a total order of 7,097 aircraft, of which 7,031 have been delivered as of May 2019.[1][24] The main development was to re-engine with the high pressure ratio CFM56-7. By the early 1990s, while the MD-80 slowly withdraw from the competition leading to introduction of the MD-90, it had become clear that the new A320 family was a serious threat to Boeing's market share, as Airbus won previously loyal 737 customers such as Lufthansa and United Airlines. In November 1993, to keep the hand in the single aisle competition, Boeing's board of directors authorized the Next Generation program to mainly upgrade the 737 Classic series.[70] In late 1993, after engineering trade studies and discussions with major customers, Boeing proceeded to launch a second derivative of the Boeing 737, the 737 Next Generation (NG) -600/700/800/900 series.[1] It featured a redesigned wing with a wider wingspan and larger area, greater fuel capacity, longer range and higher MTOWs. It was equipped with CFM56-7 high pressure ratio engines, a glass cockpit, and upgraded interior configurations. The four main models of the series can accommodate seating for 108 to 215 passengers. It was further developed into additional versions such as the corporate Boeing Business Jet (BBJ) and military P-8 Poseidon aircraft. Following the merger between Boeing with McDonnell Douglas in 1997, the primary competitor for the 737NG series remained only the A320 family.

737-600

 
SAS received the first 737-600 in September 1998

The 737-600, the smallest model of the Next-Generation, was launched by Scandinavian Airlines (SAS) in March 1995 with the first aircraft delivered in September 1998.[71] A total of 69 aircraft without winglets have been produced with the last one delivered to WestJet in 2006.[1] The 737-600 replaced the 737-500 and is similar to the Airbus A318.

737-700

 
Southwest Airlines took delivery of the first 737-700 in December 1997

The 737-700, the first variant of the Next-Generation, was launched in November 1993 with an order of 63 aircraft. The -700 seats 126 passengers in a two-class or 149 passengers in a one-class layout. The launch customer Southwest Airlines took the first delivery in December 1997.[72] The 737-700 replaced the 737-300 and competes with the Airbus A319.

The 737-700C is a convertible version where the seats can be removed to carry cargo instead. There is a large door on the left side of the aircraft. The United States Navy was the launch customer for the 737-700C under the military designation C-40 Clipper.[73]

The 737-700ER (Extended Range) was launched on January 31, 2006, and featured the fuselage of the 737-700 and the wings and landing gear of the 737-800. A 737-700ER can typically accommodate 126 passengers in two classes with a range similar to the Airbus A319LR.[74]

737-800

 
Hapag-Lloyd received the first 737-800 in April 1998

The Boeing 737-800 was a stretched version of the 737-700 launched on September 5, 1994. The -800 seats 162 passengers in a two-class or 189 passengers in a high-density, one-class layout. Launch customer Hapag-Lloyd Flug (now TUIfly) received the first one in April 1998.[75] The -800 replaced directly the -400 and aging 727-200 of US airlines. It filled also the gap left by Boeing's decision to discontinue the MD-80 and MD-90 aircraft, following Boeing's merger with McDonnell Douglas. The 737-800 is the most widely used narrowbody aircraft and competes primarily with the Airbus A320.[76]

737-900

 
The first 737-900 was delivered to Alaska Airlines on May 15, 2001

The 737-900 was launched in 1997 and took its first flight on August 3, 2000. It retains the MTOW, fuel capacity, trading range for payload and also the exit configuration of the -800, limiting its seat capacity to approximately 177 in a two class and 189 in a high-density, one class layout. The launch customer Alaska Airlines received the delivery on May 15, 2001.[citation needed]

The 737-900ER (Extended Range) is the newest and largest variant of the 737NG generation. An additional pair of exit doors and a flat rear pressure bulkhead increased its seating capacity to 180 passengers in a two-class and up to 220 passengers in a one-class configuration.[77] The -900ER was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321.

737 MAX (fourth generation)

Main article: Boeing 737 MAX

The Boeing 737 MAX is the name given to the main MAX 737-7/8/9/10 series and high-density MAX 200 variant of the Boeing 737 family. It is offered in four main variants, typically offering 138 to 230 seats and a range of 3,215 to 3,825 nautical miles (5,954 to 7,084 km). The 737 MAX 7, MAX 8 (including the denser, 200-seat MAX 200), and MAX 9 replace the 737-700, -800, and -900 respectively. The further stretched 737 MAX 10 has also been added to the series. The main development was to re-engine with CFM LEAP-1B very high bypass ratio. On July 20, 2011, Boeing announced plans for a third major upgrade and respectively fourth generation of 737 series to be powered by the CFM LEAP-1B engine, with American Airlines intending to order 100 of these aircraft.[78]

On August 30, 2011, Boeing confirmed the launch of the 737 new engine variant, to be called the Boeing 737 MAX.[79][80][81] It was based on earlier 737 designs with more efficient LEAP-1B power plants, aerodynamic improvements (most notably split-tip winglets), and airframe modifications. It competes with the Airbus A320neo family that was launched in December 2010 and reached 1,029 orders by June 2011, breaking Boeing's monopoly with American Airlines, which had an order for 130 A320neos that July.[82] The 737 MAX had its first flight on January 29, 2016, and gained FAA certification on March 8, 2017.[83][84] The first delivery was a MAX 8 on May 6, 2017, to Lion Air's subsidiary Malindo Air,[85] which put it into service on May 22, 2017.[86] As of January 2019, the series has received 5,011 firm orders.[1]

In March 2019, civil aviation authorities around the world grounded the 737 MAX following two hull loss crashes which caused 346 deaths.[87] On December 16, 2019, Boeing announced that it would suspend production of the 737 MAX from January 2020,[88] which was resumed in May 2020. In the midyear 2020, the FAA and Boeing conducted a series of recertification test flights.[89] On November 18, 2020, the FAA cleared the MAX to return to service. Before the aircraft can fly again, repairs must be implemented and airlines' training programs must be approved. Passenger flights in the U.S. are expected to resume before the end of the year.[2] Worldwide, the first airline to resume passenger service was Brazilian low-cost Gol, on December 9, 2020.[90]

737 MAX 7

 
737 MAX 7 at the 2018 Farnborough Airshow

The 737 MAX 7, a shortened variant of the MAX 8, was originally based on the 737-700, flying 1,000 nautical miles (1,900 km) farther and accommodating two more seat rows at 18% lower fuel costs per seat.[91][92] The redesign uses the 737-8 wing and landing gear; a pair of over-wing exits rather than the single-door configuration; a 46-inch-longer (1,200 mm) aft fuselage and a 30-inch-longer (760 mm) longer forward fuselage; structural re-gauging and strengthening; and systems and interior modifications to accommodate the longer length.[93] Entry into service with launch operator Southwest Airlines was expected in January 2019, but the airline deferred these orders until 2023–2024.[94][95] The 737 MAX 7 replaced the 737-700 and was predicted to carry 12 more passengers and fly 400 nautical miles (740 km) farther than Airbus A319neo with 7% lower operating costs per seat.[96]

737 MAX 8

 
The Boeing 737 MAX 8 entered service with Malindo Air (wearing Batik Air Malaysia livery)

The MAX 8, the first variant of the 737 MAX, has a longer fuselage than the MAX 7. On July 23, 2013, Boeing completed the firm configuration for the 737 MAX 8.[97] Its first commercial flight was operated by Malindo Air on May 22, 2017. The MAX 8 replaced the 737-800 and competed with the A320neo.

The 737 MAX 200, a high-density version of the 737 MAX 8, was launched in September 2014 and named for seating for up to 200 passengers in a single-class layout with slimline seats requiring an extra pair of exit doors. The MAX 200 would be 20% more cost-efficient per seat, including 5% lower operating costs than the MAX 8 and would be the most efficient narrow-body on the market when entering service.[98] In mid-November 2018, the first MAX 200 of the 135 ordered by Ryanair rolled out, in a 197-seat configuration.[99] It was first flown from Renton on January 13, 2019, and was due to enter service in April 2019.[100][101]

737 MAX 9

 
737 MAX 9 first flight on April 13, 2017

The 737 MAX 9, the stretched variant of the MAX 8, was launched with an order of 201 aircraft in February 2012. It made its roll-out on March 7, 2017, and first flight on April 13, 2017;[102] It was certified by February 2018.[103] The launch customer, Lion Air Group, took the first MAX 9 on March 21, 2018, before entering service with Thai Lion Air.[104] The 737 MAX 9 replaced the 737-900 and competes with the Airbus A321neo.

737 MAX 10

The MAX 10 was proposed as a stretched MAX 9 in mid-2016, enabling seating for 230 in a single class or 189 in two-class layout, compared to 193 in two-class seating for the A321neo. The modest 66-inch (1.7 m) stretch of fuselage enables the MAX 10 to retain the existing wing and CFM Leap 1B engine from the MAX 9 with a trailing-link main landing gear as the only major change.[105] The MAX 10 was launched on June 19, 2017, with 240 orders and commitments from more than ten customers.[106] The variant configuration with a predicted 5% lower trip cost and seat cost compared to the A321neo was firmed up by February 2018, and by mid-2018, the critical design review was completed.[107][108] The MAX 10 has a similar capacity to the A321XLR, but shorter range and much poorer field performance in smaller airports.[109] It was unveiled in Boeing's Renton factory on November 22, 2019, and scheduled for first flight in 2020.[110][111] Boeing also considered parallel development with the 757 replacement, similar to the development of the 757 and 767 in the 1970s.[112]

In the late 2010s, Boeing worked on a medium-range Boeing New Midsize Airplane (NMA) with two variants seating 225 or 275 passengers and targeting the same market segment as the 737 MAX 10 and the Airbus A321neo.[113] A Future Small Airplane (FSA) was also touted during this period.[114] The NMA project was set aside in January 2020, as Boeing focused on returning the 737 MAX to service and announced that it would be taking a new approach to future projects.[115]

Design

The 737 continued to evolve into many variants but still remains recognisable as the 737. These are divided into four generations but all are based on the same basic design.

Airframe

The fuselage cross section and nose are derived from that of the Boeing 707 and Boeing 727. Early 737 cockpits also inherited the "eyebrow windows" positioned above the main glareshield, which were a feature of the original 707 and 727[116] to allow for better crew visibility.[117] Contrary to popular belief, these windows were not intended for celestial navigation[118] (only the military T-43A had a sextant port for star navigation, which the civilian models lacked.)[119] With modern avionics, the windows became redundant, and many pilots placed newspapers or other objects in them to block out sun glare. They were eliminated from the 737 cockpit design in 2004, although they are still installed on customer request.[120] The eyebrow windows were sometimes removed and plugged, usually during maintenance overhauls, and can be distinguished by the metal plug which differs from the smooth metal in later aircraft that were not originally fitted with the windows.[120]

The 737's main landing gear, under the wings at mid-cabin, rotates into wheel wells in the aircraft's belly. The legs are 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. It is forbidden to operate without the caps, because they are linked to the ground speed sensor that interfaces with the anti-skid brake system. The dark circles of the tires are clearly visible when a 737 takes off, or is at low altitude.[121]

From July 2008, the steel landing gear brakes on new NGs were replaced by Messier-Bugatti carbon brakes, achieving weight savings to 550–700 pounds (250–320 kg) depending on whether standard or high-capacity brakes were equipped.[122] On a 737-800 this gives a 0.5% improvement in fuel efficiency.[123]

737s are not equipped with fuel dump systems. The original design was too small to require this, and adding a fuel dump system to the later, larger variants would have incurred a large weight penalty. Boeing instead demonstrated an "equivalent level of safety". Depending on the nature of the emergency, 737s either circle to burn off fuel or land overweight. If the latter is the case, the aircraft is inspected by maintenance personnel for damage and then returned to service if none is found.[124][125]

Engines

Engines on the 737 Classic series (-300, -400, -500) and Next-Generation series (-600, -700, -800, -900) do not have circular inlets like most aircraft but rather a planform on the lower side, which has been dictated largely by the need to accommodate ever larger engine diameters. The 737 Classic series featured CFM56 high bypass turbofan engines, which were 25% more efficient and also reduced noise significantly over JT8D low bypass engines used on the 737 Original series (-100 and -200), but also posed an engineering challenge given the low ground clearance of the Boeing 737 family. Boeing and engine supplier CFM International (CFMI) solved the problem by placing the engine ahead of (rather than below) the wing, and by moving engine accessories to the sides (rather than the bottom) of the engine pod, giving the 737 Classic and later generations a distinctive non-circular air intake.[56]

The improved, higher pressure ratio CFM56-7 turbofan engine on the 737 Next Generation is 7% more fuel-efficient than the previous CFM56-3 on the 737 Classic with the same bypass ratio. The newest 737 variants, the 737 MAX series, feature LEAP-1B engines from CFMI with a 69 inches (1.76 m) fan diameter. These engines were expected to be 10-12% more efficient than the CFM56-7B engines on the 737 Next Generation series.[126]

 
737-200 JT8D engine with original cowling design
 
737-400 CFM56 engine with an ovoid "hamster pouch" inlet with a flattened bottom
 
737-800 CFM56 engine with a more rounded inlet versus the -400 due to a redesigned fan in the engine
 
737 MAX 9 CFM LEAP-1B engine with 787-derived engine chevrons

Flight systems

The 737 is unusual in that it still uses a hydro-mechanical flight control system, similar to the Boeing 707 and typical of the period, that transmits pilot commands to control surfaces via steel cables that run through the fuselage and wings, rather than by an electrical fly-by-wire system as used across the entire Airbus fleet and all subsequent Boeing models.[127] This has been raised as a safety issue because of the impracticality of adding redundant mechanical cable-based systems like the ones found in electronic systems. This leaves the flight controls as a single point of failure, vulnerable to wing or fuselage penetration by metal fragments from an uncontained engine failure, for example.[128]

The primary flight controls have mechanical backups. In the event of total hydraulic system failure or double engine failure, they will automatically and seamlessly revert to control via servo tab. In this mode, the servo tabs aerodynamically control the elevators and ailerons; these servo tabs are in turn controlled by cables running to the control yoke. The pilot's muscle forces alone control the tabs.

The 737 Next Generation series introduced a six-screen LCD glass cockpit with modern avionics but designed to retain crew commonality with previous 737 generations.[129] The 737 MAX introduced a 4 15.1 inch landscape LCD screen cockpit manufactured by Rockwell Collins derived from the Boeing 787 Dreamliner. Except for the spoilers, which are fly-by-wire controlled, and all the analog instruments, which became digital, everything else is similar to the cockpits of the previous 737 generations to maintain commonality.[citation needed]

 
Original 737-200 cockpit
 
Classic 737-300 cockpit
 
Next Generation 737-800 cockpit

Aerodynamics

The Original -100 and -200 series were built without wingtip devices, but these were later introduced to improve fuel efficiency. The 737 has evolved four winglet types: the 737-200 Mini-winglet, 737 Classic/NG Blended Winglet, 737 Split Scimitar Winglet, and 737 MAX Advanced Technology Winglet.[120] The 737-200 Mini-winglets are part of the Quiet Wing Corp modification kit that received certification in 2005.[120]

Blended winglets were standard on the 737 NG and are available for retrofit on 737 Classic models. These winglets stand approximately 8 feet (2.4 m) tall and are installed at the wing tips. They improve fuel efficiency by up to 5% through lift-induced drag reduction achieved by moderating wingtip vortices.[130][131]

Split Scimitar winglets became available in 2014 for the 737-800, 737-900ER, BBJ2 and BBJ3, and in 2015 for the 737-700, 737-900 and BBJ1.[132] Split Scimitar winglets were developed by Aviation Partners, the same Seattle-based corporation that developed the blended winglets; the Split Scimitar winglets produce up to a 5.5% fuel savings per aircraft compared to 3.3% savings for the blended winglets. Southwest Airlines flew their first flight of a 737-800 with Split Scimitar winglets on April 14, 2014.[133] The next generation 737, 737 MAX, will feature an Advanced Technology (AT) Winglet that is produced by Boeing. The Boeing AT Winglet resembles a cross between the Blended Winglet and the Split Scimitar Winglet.[134]

An optional Enhanced Short Runway Package was developed for use on short runways.

 
Blended Winglet, standard on NGs, a retrofit option for Classics
 
Split Scimitar Winglet standard on later NGs
 
Advanced Technology Winglet standard on MAX

Interior

The first generation Original series 737 cabin was replaced for the second generation Classic series with a design based on the Boeing 757 cabin. The Classic cabin was then redesigned once more for the third, Next Generation, 737 with a design based on the Boeing 777 cabin. Boeing later offered the redesigned Sky Interior on the NG. The principle features of the Sky Interior include: sculpted sidewalls, redesigned window housings, increased headroom and LED mood lighting,[135][136] larger pivot-bins based on the 777 and 787 designs and generally more luggage space,[136] and claims to have improved cabin noise levels by 2–4 dB.[135] The first 737 equipped Boeing Sky Interior was delivered to Flydubai in late 2010.[135] Continental Airlines,[137][138] Alaska Airlines,[139] Malaysia Airlines,[140] and TUIFly have also received Sky Interior-equipped 737s.[141]

 
737 Classic interior in 3–3 economy class layout
 
Boeing 737NG standard interior with curved panels
 
Boeing 737NG Sky Interior with pivot bins and LED lighting

Other variants

737 AEW&C

 
The Boeing 737 AEW&C is an Airborne Early Warning and Control version of the 737-700
Main article: Boeing 737 AEW&C

The Boeing 737 AEW&C is a 737-700IGW roughly similar to the 737-700ER. This is an Airborne Early Warning and Control (AEW&C) version of the 737NG. Australia is the first customer (as Project Wedgetail), followed by Turkey and South Korea.[citation needed]

T-43/CT43A

 
The T-43 was a 737-200 used by the United States Air Force to train navigators
Main article: Boeing T-43

The T-43 was a 737-200 modified for use by the United States Air Force for training navigators, now known as USAF combat systems officers. Informally referred to as the Gator (an abbreviation of "navigator") and "Flying Classroom", nineteen of these aircraft were delivered to the Air Training Command at Mather AFB, California during 1973 and 1974. Two additional aircraft were delivered to the Colorado Air National Guard at Buckley ANGB (later Buckley AFB) and Peterson AFB, Colorado, in direct support of cadet air navigation training at the nearby U.S. Air Force Academy.[citation needed]

Two T-43s were later converted to CT-43As, similar to the CT-40A Clipper below, in the early 1990s and transferred to Air Mobility Command and United States Air Forces in Europe, respectively, as executive transports. A third aircraft was also transferred to Air Force Materiel Command for use as a radar test bed aircraft and was redesignated as an NT-43A. The T-43 was retired by the Air Education and Training Command in 2010 after 37 years of service.[142]

C-40 Clipper

 
The Boeing C-40 Clipper is a military version of the 737-700C
Main article: Boeing C-40 Clipper

The Boeing C-40 Clipper is a military version of the 737-700C NG. It is used by both the United States Navy and the United States Air Force, and has been ordered by the United States Marine Corps.[143] Technically, only the Navy C-40A variant is named "Clipper", whereas the USAF C-40B/C variants are officially unnamed.

P-8 Poseidon

Main article: Boeing P-8 Poseidon

The P-8 Poseidon developed for the United States Navy by Boeing Defense, Space & Security, based on the Next Generation 737-800ERX. The P-8 can be operated in the anti-submarine warfare (ASW), anti-surface warfare (ASUW), and shipping interdiction roles. It is armed with torpedoes, Harpoon anti-ship missiles and other weapons, and is able to drop and monitor sonobuoys, as well as operate in conjunction with other assets such as the Northrop Grumman MQ-4C Triton maritime surveillance unmanned aerial vehicle (UAV).

Boeing Business Jet (BBJ)

Main article: Boeing Business Jet
 
BBJ cabin example

In the late 1980s, Boeing marketed the 77-33 jet, a business jet version of the 737-300.[144] The name was short-lived. After the introduction of the Next Generation series, Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including stronger wings and landing gear from the 737-800, and had increased range over the other 737 models through the use of extra fuel tanks. The first BBJ rolled out on August 11, 1998, and flew for the first time on September 4.[145]

On October 11, 1999, Boeing launched the BBJ2. Based on the 737-800, it is 19 feet 2 inches (5.84 m) longer than the BBJ, with 25% more cabin space and twice the baggage space, but has slightly reduced range. It is also fitted with auxiliary belly fuel tanks and winglets. The first BBJ2 was delivered on February 28, 2001.[145]

Boeing's BBJ3 is based on the 737-900ER. The BBJ3 has 1,120 square feet (104 m2) of floor space, 35% more interior space, and 89% more luggage space than the BBJ2. It has an auxiliary fuel system, giving it a range of up to 4,725 nautical miles (8,751 km), and a Head-up display. Boeing completed the first example in August 2008. This aircraft's cabin is pressurized to a simulated 6,500-foot (2,000 m) altitude.[146][147]

Boeing Converted Freighter program

The Boeing Converted Freighter program (BCF), or the 737-800BCF program, was launched by Boeing in 2016. It converts old 737-800 passenger jets to dedicated freighters.[148] The first 737-800BCF was delivered in 2018 to GECAS, which is leased to West Atlantic.[149] Boeing has signed an agreement with Chinese YTO Cargo Airlines to provide the airline with 737-800BCFs pending a planned program launch.[150]

Experimental

Main article: ecoDemonstrator

Three 737 aircraft have been used in Boeing test programs. In 2012, a new 737-800 bound for American Airlines became the first ecoDemonstrator airframe in a program that continues annually into the 2020s. In conjunction with many industry partners, the program aims to reduce the environmental impact of aviation. In 2012 it tested the winglets which would eventually be used in the 737 MAX series.[151] Testing also included a variable area exhaust nozzle, regenerative hydrogen fuel cells for electrical power, and sustainable aviation fuel (SAF).

In 2018, one of the 737 MAX 7 prototypes participated in Boeing's Quiet Technology Demonstrator 3 (QTD3) program, in which a NASA engine inlet designed to reduce engine noise was tested over an acoustic array at Moses Lake, Washington.[152]

A 737 MAX 9 was used as the 2021 ecoDemonstrator. A new airframe in a special Alaska Airlines livery flew an extensive test program, a major part of which was the use of SAF in blends of up to 50% including a flight from Seattle to Glasgow, Scotland, to attend the United Nations COP26 Climate Change Conference.[153] Other test areas included halon-free fire extinguisher (ground testing only), a low-profile anti-collision light, and text-based air traffic control communications.[154] At the end of the testing the aircraft was returned to standard configuration, and was delivered to Alaska Airlines in 2022.

Competition

Main article: Competition between Airbus A320 and Boeing 737
 
United Airlines Airbus A320 (front) and Boeing 737-900 on final approach
 
737 vs A320 family deliveries per model 1967-2018

The Boeing 737 Classic, Next Generation and MAX series have faced significant competition from the Airbus A320 family first introduced in 1988. The relatively recent Airbus A220 family now also competes against the smaller capacity end of the 737 variants. The A320 was developed to compete also with the McDonnell Douglas MD-80/90 and 95 series; the 95 later becoming the Boeing 717. Since July 2017, Airbus had a 59.4% market share of the re-engined single aisle market, while Boeing had 40.6%; Boeing had doubts on over-ordered A320neos by new operators and expected to narrow the gap with replacements not already ordered.[155] However, in July 2017, Airbus had still 1,350 more A320neo orders than Boeing had for the 737 MAX.[156]

Boeing delivered 8,918 of the 737 family between March 1988 and December 2018,[1] while Airbus delivered 8,605 A320 family aircraft over a similar period since first delivery in early 1988.[157]

  •   Airbus A320 family deliveries[158][159]
  •   Boeing 737 series deliveries[160][161]


Operators

As of August 2021, the five largest operators of the Boeing 737 were Southwest Airlines (736), Ryanair (443), United Airlines (383), American Airlines (344), and Delta Air Lines (218).[162]

Civilian

Main article: List of Boeing 737 operators
 
The largest 737 operator is Southwest Airlines.

In 2006, over 4,500 Boeing 737s were operated by more than 500 airlines, flying to 1,200 destinations in 190 countries and on average 1,250 aircraft were airborne, with two either departing or landing every five seconds.[163] The 737 was the most commonly flown aircraft in 2008,[164] 2009,[165] and 2010.[166]

In 2013, over 5,580 Boeing 737s were operated by more than 342 airlines in 111 countries, which represented more than 25% of the worldwide fleet of large jet airliners. The 737 had carried over 16.8 billion passengers (twice of 7.1 billion world population in that time) over 119 billion miles (192 billion km) with more than 184 million flights or 264 million hours in the air.[167]

In 2016, there were 6,512 Boeing 737 airliners in service (5,567 737NGs plus 945 737-200s and 737 Classics), more than the 6,510 Airbus A320 family.[168] while in 2017, there were 6,858 737s in service (5,968 737NGs plus 890 737-200s and classics), fewer than the 6,965 A320 family.[169][verification needed]

By 2018, over 7,500 Boeing 737s were in service and on average 2,800 aircraft were airborne, with two either departing or landing every three seconds, carrying around three million passengers daily. At the time, the global 737 fleet had carried over 22 billion passengers since its introduction.[170]

As of June 2021, despite being the world most delivered airliner, 9,315 Boeing 737s were in service,[171] slightly fewer than the 9,353 A320 family,[172] as more 737s were already out of service.

Military

 
Indonesian Air Force Boeing 737-2X9 Surveiller (AI-7302) at Sultan Abdul Aziz Shah Airport

Many countries operate the 737 passenger, BBJ, and cargo variants in government or military applications.[173] Users with 737s include:

Orders and deliveries

 
737 deliveries per year, 1967-2018

The 737 had the highest, cumulative orders for any airliner until surpassed by the A320 family in October 2019.[174] In that year, 737 orders dropped by 90%, as 737 MAX orders dried up after the March grounding.[175] The 737 MAX backlog fell by 182, mainly due to the Jet Airways bankruptcy, a drop in Boeing's airliner backlog was a first in at least the past 30 years.[176]

As of December 2022, 15,576 units of the Boeing 737 family had been ordered, with 4,312 orders were pending, or 3,653 when including "additional criteria for recognizing contracted backlog with customers beyond the existence of a firm contract" (ASC 606 Adjustment).[1]

Boeing delivered the 5,000th 737 to Southwest Airlines on February 13, 2006, the 6,000th 737 to Norwegian Air Shuttle in April 2009,[177] the 7,000th 737 to Flydubai on December 16, 2011,[167] the 8,000th 737 to United Airlines on April 16, 2014,[178] and the 9,000th 737 to China United Airlines in April 2016.[179] The 10,000th 737 was ordered in July 2012,[180] rolled out on March 13, 2018, and was to be delivered to Southwest Airlines; the backlog at the time stood at over 4,600 aircraft.[181]

As of December 2022, 11,264 units of the Boeing 737 family had been delivered,[1] while 10,692 of the competing A320 family had been delivered.[182]

Deliveries by year for all 737 generations and model series[1]
Year Total 2022 2021 2020 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007
Deliveries 11,264 387 263 43[a] 127 580 529 490 495 485 440 415 372 376 372 290 330
2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987
302 212 202 173 223 299 282 320 282 135 76 89 121 152 218 215 174 146 165 161
1986 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967
141 115 67 82 95 108 92 77 40 25 41 51 55 23 22 29 37 114 105 4
  1. ^ Note that the 2020 deliveries consist of 16 NG-based variants and 27 737 MAXs.

Model summary

Orders and deliveries by generation and model series[1]
Generation Model series ICAO code[183] Orders Deliveries Unfilled orders First flight
737 Original 737-100 B731 30 30 — April 9, 1967
737-200 B732 991 991 — August 8, 1967
737-200C 104 104 — September 18, 1968
737-T43A 19 19 — March 10, 1973
737 Classic 737-300 B733 1,113 1,113 — February 24, 1984
737-400 B734 486 486 — February 19, 1988
737-500 B735 389 389 — June 30, 1989
737 NG 737-600 B736 69 69 — January 22, 1998
737-700 B737 1,128 1,128 — February 9, 1997
737-700C 22 22 — April 14, 2000[184]
737-700W 14 14 — May 20, 2004[185]
737-800 B738 4,991 4,989 2 July 31, 1997
737-800A 191 168 23 April 25, 2009[186]
737-900 B739 52 52 — August 3, 2000
737-900ER 505 505 — September 1, 2006
737 BBJ 737-BBJ1 (-700) B737 122 122 — September 4, 1998
737-BBJ2 (-800) B738 23 23 — N/A
737-BBJ3 (-900) B739 7 7 — N/A
737 MAX 737 MAX (-7,-8,-9,-10) B37M / B38M / B39M / B3XM 5,320 1033 4,287 January 29, 2016[187]
Boeing 737 family All series B73-, B3-M 15,576 11,264 4,312 April 9, 1967[1]

Accidents and incidents

Main article: List of accidents and incidents involving the Boeing 737

As of March 2022, there has been a total of 503 aviation accidents and incidents involving all 737 aircraft,[188] including 219 hull losses resulting in a total of 5,717 fatalities.[189][190]

A Boeing analysis of commercial jet airplane accidents between 1959 and 2013 found that the hull loss rate for the Original series was 1.75 per million departures, for the Classic series 0.54, and the Next Generation series 0.27.[191]

During the 1990s, a series of rudder issues on series -200 and -300 aircraft resulted in multiple incidents. In two total loss accidents, United Airlines Flight 585 (a -200 series) and USAir Flight 427, (a -300), the pilots lost control of the aircraft following a sudden and unexpected deflection of the rudder, killing everyone aboard, a total of 157 people.[192] Similar rudder issues led to a temporary loss of control on at least five other 737 flights before the problem was ultimately identified. The National Transportation Safety Board determined that the accidents and incidents were the result of a design flaw that could result in an uncommanded movement of the aircraft's rudder.[193]: 13 [194]: ix  As a result of the NTSB's findings, the Federal Aviation Administration ordered that the rudder servo valves be replaced on all 737s and mandated new training protocols for pilots to handle an unexpected movement of control surfaces.[195]

Following the crashes of two 737 MAX 8 aircraft, Lion Air Flight 610 in October 2018 and Ethiopian Airlines Flight 302 in March 2019, which caused 346 deaths, civil aviation authorities around the world grounded the 737 MAX series.[87] On December 16, 2019, Boeing announced that it would suspend production of the 737 MAX from January 2020.[88] Production of the MAX series resumed on May 27, 2020.[196]

Aircraft on display

 
USAir 737-200 fuselage section at the Museum of Flight

Owing to the 737's long production history and popularity, many older 737s have found use in museums after reaching the end of useful service.

Specifications

Boeing 737 Characteristics[217]
Variant 737-100 737-200 737-300/-400/-500 737-600/-700/-800/-900 737 MAX-7/8/9/10[218][219]
Cockpit crew Two
2-class seats 85: 12F 73Y 102: 14F@38" 88Y@34" 126/147/110 108/128/160/177 138/162/178/188
1-class seats 103@34" - 118@30" 115@34" - 130@30" 140+/159-168/122-132 123-130/140+/175+/177-215 153/178/193/204
Exit limit 124 136 149/188/145 149/149/189/220 172/200/220/230
Length 94 ft (29 m) 100 ft 2 in (30.53 m) 102–120 ft (31–37 m) 102–138 ft (31–42 m) 116.7–143.7 ft (35.56–43.8 m)
Span 93 ft (28 m) 94 ft 9 in (28.88 m) 112 ft 7 in (34.32 m)
winglets: 117 ft 5 in (35.79 m) 		117 ft 10 in (35.92 m)
Wing[220] 979.9 sq ft (91.04 m2), 25° sweep 1,341.2 sq ft (124.60 m2) 1,370 sq ft (127 m2)[221]
Height 37 ft (11 m) 36 ft 6 in (11.13 m) 41 ft (12 m) 40 ft 4 in (12.29 m)
Width Fuselage: 148 inches (3.8 m), Cabin: 139.2 inches (3.54 m)
Cargo 650 cu ft (18 m3) 875 cu ft (24.8 m3) 882–1,373 cu ft
25.0–38.9 m3		 720–1,826 cu ft
20.4–51.7 m3		 1,543–1,814 cu ft
43.7–51.4 m3
MTOW 110,000 lb (50,000 kg) 128,100 lb (58,100 kg) 133,500–150,000 lb
60,600–68,000 kg 		144,500–187,700 lb
65,500–85,100 kg 		177,000–194,700 lb
80,300–88,300 kg
OEW 62,000 lb (28,000 kg) 65,300 lb (29,600 kg) 70,440–76,760 lb
31,950–34,820 kg 		80,200–98,495 lb
36,378–44,677 kg 		MAX 8: 99,360 lb
45,070 kg[222]
Fuel capacity 4,720 US gal (17,900 L) 5,970 US gal (22,600 L) [a] 5,311 US gal (20,100 L) 6,875–7,837 US gal (26,020–29,670 L) 6,853 US gal (25,940 L)
Speed Mach 0.745 – Mach 0.82 (430–473 kn; 796–876 km/h) Cruise—MMO[221] Mach 0.785 (453 kn; 838 km/h) Cruise
Takeoff[b] 6,099 ft (1,859 m)[220] 7,500–8,690 ft
2,290–2,650 m[223]		 6,161–7,598 ft
1,878–2,316 m[220]
Range 1,540 nmi (2,850 km)[224] 2,600 nmi (4,800 km)[c][225] 2,060–2,375 nmi
3,815–4,398 km[223]		 2,935–3,010 nmi
5,436–5,575 km[226]		 3,300–3,850 nmi
6,110–7,130 km
Ceiling[221] 37,000 ft (11,300 m) 41,000 ft (12,500 m)
Engines (×2) Pratt & Whitney JT8D-7/-9/-15/-17 CFM56-3 series CFM56-7 series CFM LEAP-1B
Thrust (×2) 14,000 lbf (62 kN)[224] 14,500–16,400 lbf
64–73 kN[225]		 20,000–23,500 lbf
89–105 kN 		20,000–27,000 lbf
89–120 kN 		up to 29,300 lbf (130 kN)
  1. ^ With 810 US gal (3,100 L) auxiliary fuel tank
  2. ^ MTOW, Sea Level, International Standard Atmosphere
  3. ^ 120 passengers

See also

Related development

Aircraft of comparable role, configuration, and era

References

Citations

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  • Brady, Chris (October 17, 2014). The Boeing 737 Technical Guide (Pocket Budget Version). Lulu Enterprises. ISBN 978-1-291-77318-7.[verification needed]
  • Brady, Chris (2017). The Boeing 737 Technical Guide. Kingsley, Frodsham, Cheshire, UK: Tech Pilot Services. ISBN 978-1-4475-3273-6.
  • Bowers, Peter M. (1989). Boeing Aircraft Since 1916. Annapolis, Md.: Naval Institute Press. ISBN 978-0-87021-037-2.
  • Endres, Günter (2001). The Illustrated Directory of Modern Commercial Aircraft. St. Paul, Minn.: MBI Publishing Company. ISBN 978-0-7603-1125-7.
  • Garvin, Robert V. (1998). Starting Something Big: The Commercial Emergence of GE Aircraft Engines. Reston, VA: American Institute of Aeronautics and Astronautics. ISBN 1-56347-289-9.
  • Redding, Robert; Yenne, Bills (1997). Boeing: Planemaker to the World. Berkeley, Cal.: Thunder Bay Pres. ISBN 978-1-57145-045-6.
  • Sharpe, Michael; Shaw, Robbie (2001). Boeing 737-100 and 200. St. Paul, Minn.: MBI Publishing Company. ISBN 978-0-7603-0991-9.
  • Shaw, Robbie (1995). Boeing Jetliners. London: Osprey Aerospace. ISBN 978-1-85532-528-9.
  • Shaw, Robbie (1999). Boeing 737-300 to -800. St. Paul, Minnesota: MBI Publishing Company. ISBN 978-0-7603-0699-4.
  • Sutter, Joe (2006). 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, D.C.: Smithsonian Books. ISBN 978-0-06-088242-6.

External links

 
Wikimedia Commons has media related to Boeing 737.
  • 737 page on Boeing.com
  • The 737 Story on FlightInternational.com
  • "737-200" (PDF). Boeing. 2007.

January 20, 2023
boeing, variants, this, aircraft, classic, next, generation, narrow, body, aircraft, produced, boeing, renton, factory, washington, developed, supplement, boeing, short, thin, routes, twinjet, retains, fuselage, width, abreast, seating, with, underwing, turbof. For variants of this aircraft see Boeing 737 Classic Boeing 737 Next Generation and Boeing 737 MAX The Boeing 737 is a narrow body aircraft produced by Boeing at its Renton Factory in Washington Developed to supplement the Boeing 727 on short and thin routes the twinjet retains the 707 fuselage width and six abreast seating with two underwing turbofans Envisioned in 1964 the initial 737 100 made its first flight in April 1967 and entered service in February 1968 with Lufthansa The lengthened 737 200 entered service in April 1968 and evolved through four generations offering several variants for 85 to 215 passengers Boeing 737A Boeing 737 200 the first mass produced 737 model in operation with South African Airways in 2007Role Narrow body airlinerNational origin United StatesManufacturer BoeingFirst flight April 9 1967 55 years ago 1967 04 09 Introduction February 10 1968 54 years ago 1968 02 10 with LufthansaStatus In servicePrimary users Southwest AirlinesRyanairUnited AirlinesAmerican AirlinesProduced 1966 1966 presentNumber built 11 264 as of December 2022 update 1 Variants Boeing T 43Developed into Boeing 737 ClassicBoeing 737 Next GenerationBoeing 737 MAXThe 737 100 200 original variants were powered by Pratt amp Whitney JT8D low bypass engines and offered seating for 85 to 130 passengers Launched in 1980 and introduced in 1984 the 737 Classic 300 400 500 variants were upgraded with CFM56 3 turbofans and offered 110 to 168 seats Introduced in 1997 the 737 Next Generation NG 600 700 800 900 variants have updated CFM56 7s a larger wing and an upgraded glass cockpit and seat 108 to 215 passengers The latest generation the 737 MAX 737 7 8 9 10 MAX powered by improved CFM LEAP 1B high bypass turbofans and accommodating 138 to 204 people entered service in 2017 Boeing Business Jet versions are produced since the 737NG as well as military models As of December 2022 update 15 576 Boeing 737s have been ordered and 11 264 delivered Initially its main competitor was the McDonnell Douglas DC 9 followed by its MD 80 MD 90 derivatives In 2013 the global 737 fleet had completed more than 184 million flights over 264 million block hours since its entry into service It was the highest selling commercial aircraft until being surpassed by the competing Airbus A320 family in October 2019 but maintains the record in total deliveries The 737 MAX designed to compete with the A320neo was grounded worldwide between March 2019 and November 2020 following two fatal crashes 2 Contents 1 Development 1 1 Initial design 1 2 Major design developments 1 3 Launch 1 4 Introduction 2 Generations and variants 2 1 737 Original first generation 2 1 1 737 100 2 1 2 737 200 2 2 737 Classic second generation 2 2 1 737 300 2 2 2 737 400 2 2 3 737 500 2 3 737 NG third generation 2 3 1 737 600 2 3 2 737 700 2 3 3 737 800 2 3 4 737 900 2 4 737 MAX fourth generation 2 4 1 737 MAX 7 2 4 2 737 MAX 8 2 4 3 737 MAX 9 2 4 4 737 MAX 10 3 Design 3 1 Airframe 3 2 Engines 3 3 Flight systems 3 4 Aerodynamics 3 5 Interior 4 Other variants 4 1 737 AEW amp C 4 2 T 43 CT43A 4 3 C 40 Clipper 4 4 P 8 Poseidon 4 5 Boeing Business Jet BBJ 4 6 Boeing Converted Freighter program 4 7 Experimental 5 Competition 6 Operators 6 1 Civilian 6 2 Military 6 3 Orders and deliveries 6 4 Model summary 7 Accidents and incidents 8 Aircraft on display 9 Specifications 10 See also 11 References 11 1 Citations 11 2 Bibliography 12 External linksDevelopment Edit 1964 concept with tail mounted engines October 18 1966 Jet aircraft patent filed June 22 1965 by John Steiner and Joe Sutter for Boeing Initial design Edit Boeing had been studying short haul jet aircraft designs and saw a need for a new aircraft to supplement the 727 on short and thin routes 3 Preliminary design work began on May 11 1964 4 based on research that indicated a market for a fifty to sixty passenger airliner flying routes of 50 to 1 000 miles 100 to 1 600 km 3 5 The initial concept featured podded engines on the aft fuselage a T tail as with the 727 and five abreast seating Engineer Joe Sutter relocated the engines to the wings which lightened the structure and simplified the accommodation of six abreast seating in the fuselage 6 The engine nacelles were mounted directly to the underside of the wings without pylons allowing the landing gear to be shortened thus lowering the fuselage to improve baggage and passenger access 7 Relocating the engines from the aft fuselage also allowed the horizontal stabilizer to be attached to the aft fuselage instead of as a T tail 8 Many designs for the engine attachment strut were tested in the wind tunnel and the optimal shape for high speed was found to be one which was relatively thick filling the narrow channels formed between the wing and the top of the nacelle particularly on the outboard side At the time Boeing was far behind its competitors the SE 210 Caravelle had been in service since 1955 and the BAC One Eleven BAC 111 Douglas DC 9 and Fokker F28 were already into flight certification 9 To expedite development Boeing used 60 of the structure and systems of the existing 727 the most notable being the fuselage which differs in length only This 148 inch 3 76 m wide fuselage cross section permitted six abreast seating compared to the rivals five abreast The 727 s fuselage was derived from the 707 10 The proposed wing airfoil sections were based on those of the 707 and 727 but somewhat thicker altering these sections near the nacelles achieved a substantial drag reduction at high Mach numbers 11 The engine chosen was the Pratt amp Whitney JT8D 1 low bypass ratio turbofan engine delivering 14 500 pounds force 64 kN of thrust 12 The concept design was presented in October 1964 at the Air Transport Association maintenance and engineering conference by chief project engineer Jack Steiner where its elaborate high lift devices raised concerns about maintenance costs and dispatch reliability 6 Major design developments Edit A comparison of the first three generations The original 737 continued to be developed into thirteen passenger cargo corporate and military variants These were later divided into what has become known as the four generations of the Boeing 737 family The first generation Original series the 737 100 and 200 also the military T 43 and C 43 launched February 1965 The second generation Classic series 737 300 400 and 500 launched in 1979 The third generation NG series 737 600 700 800 and 900 also the military C 40 and P 8 launched late 1993 The fourth generation 737 MAX series 737 7 8 9 and 10 launched August 2011 Launch Edit The launch decision for the 150 million development was made by the board on February 1 1965 Lufthansa became the launch customer on February 19 1965 10 with an order for 21 aircraft worth 67 million 9 after the airline had been assured by Boeing that the 737 project would not be canceled 13 Consultation with Lufthansa over the previous winter had resulted in the seating capacity being increased to 100 10 On April 5 1965 Boeing announced an order by United Airlines for 40 737s United wanted a slightly larger capacity than the 737 100 so the fuselage was stretched 36 inches 91 cm ahead of and 40 inches 102 cm behind the wing 8 The longer version was designated the 737 200 with the original short body aircraft becoming the 737 100 14 Detailed design work continued on both variants simultaneously Introduction Edit 737 100 introduced by Lufthansa on February 10 1968 The first 100 was rolled out on January 17 1967 and took its maiden flight on April 9 1967 piloted by Brien Wygle and Lew Wallick 15 After several test flights the Federal Aviation Administration FAA issued Type Certificate A16WE certifying the 737 100 for commercial flight on December 15 1967 16 17 It was the first aircraft to have as part of its initial certification approval for Category II approaches 18 which refers to a precision instrument approach and landing with a decision height between 98 to 197 feet 30 to 60 m 19 Lufthansa received its first aircraft on December 28 1967 and on February 10 1968 became the first non American airline to launch a new Boeing aircraft 16 Lufthansa was the only significant customer to purchase the 737 100 and only 30 aircraft were produced 20 The 200 was rolled out on June 29 1967 and had its maiden flight on August 8 1967 It was then certified by the FAA on December 21 1967 17 21 The inaugural flight for United Airlines took place on April 28 1968 from Chicago to Grand Rapids Michigan 16 The lengthened 200 was widely preferred over the 100 by airlines 22 The improved version the 737 200 Advanced was introduced into service by All Nippon Airways on May 20 1971 23 The 737 original model with its variants known later as the Boeing 737 Original initially competed with SE 210 Caravelle and BAC 111 due to their earlier entry into service and later primarily with the McDonnell Douglas DC 9 then its MD 80 derivatives as the three European short haul single aisles slowly withdrew from the competition Sales were low in the early 1970s 24 and after a peak of 114 deliveries in 1969 only 22 737s were shipped in 1972 with 19 in backlog The US Air Force saved the program by ordering T 43s which were modified Boeing 737 200s African airline orders kept the production running until the 1978 US Airline Deregulation Act which improved demand for six abreast narrow body aircraft Demand further increased after being re engined with the CFM56 6 The 737 went on to become the highest selling commercial aircraft until surpassed by the competing Airbus A320 family in October 2019 but maintains the record in total deliveries 25 The fuselage is manufactured in Wichita Kansas by Boeing spin off company Spirit AeroSystems before being moved by rail to Renton 26 Generations and variants Edit737 Original first generation Edit The Boeing 737 Original is the name given to the 100 200 and 200 Advanced series of the Boeing 737 family 737 100 Edit The first Boeing 737 130 used as prototype and later operated by NASA The initial model was the 737 100 the smallest variant of the 737 aircraft family which was launched in February 1965 and entered service with Lufthansa in February 1968 In 1968 its unit cost was US 3 7M 1968 27 28 8M today A total of 30 737 100s were ordered 22 by Lufthansa 5 by Malaysia Singapore Airlines MSA and 2 by Avianca with the final commercial aircraft delivered to MSA on October 31 1969 The first aircraft used by Boeing as prototype under registration N73700 was later ordered by and delivered to NASA on July 26 1973 which then operated it under registration N515NA and retired after 30 years on September 27 2003 This was the last operated 737 100 and is the only remaining worldwide which is on the static display in the Museum of Flight in Seattle 28 29 The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles They proved to be relatively ineffective and tended to lift the aircraft up off the runway when deployed This reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes In 1968 an improvement to the thrust reversal system was introduced 30 A 48 inch tailpipe extension was added and new target style thrust reversers were incorporated The thrust reverser doors were set 35 degrees away from the vertical to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings The improvement became standard on all aircraft after March 1969 and a retrofit was provided for active aircraft Longer nacelle wing fairings were introduced and the airflow over the flaps and slats was improved The production line also introduced an improvement to the flap system allowing increased use during takeoff and landing All these changes gave the aircraft a boost to payload and range and improved short field performance 16 737 200 Edit The 737 200 was brought into service by United Airlines on April 28 1968 Several Canadian airlines still use the 737 200 due to its gravel runway capabilities Pictured here is an Air Inuit aircraft in 2012 The 737 200 was a 737 100 with an extended fuselage launched by an order from United Airlines in 1965 and entered service with the launch customer in April 1968 Its unit cost was US 4 0M 1968 27 31 2M today The 200 s unit cost was US 5 2M 1972 31 33 7M today The 737 200 Advanced is an improved version of the 200 introduced into service by All Nippon Airways on May 20 1971 23 After aircraft 135 the 737 200 Advanced has improved aerodynamics automatic wheel brakes more powerful engines more fuel capacity and hence a 15 increase in payload and range over the original 200s and respectively 100s 18 32 The 737 200 Advanced became the production standard in June 1971 33 Boeing also provided the 737 200C Combi which allowed for conversion between passenger and cargo use and the 737 200QC Quick Change which facilitated a rapid conversion between roles The 1 095th and last delivery of a 200 series aircraft was in August 1988 to Xiamen Airlines 1 34 Nineteen 737 200s designated T 43 were used to train aircraft navigators for the U S Air Force Some were modified into CT 43s which are used to transport passengers and one was modified as the NT 43A Radar Test Bed The first was delivered on July 31 1973 and the last on July 19 1974 The Indonesian Air Force ordered three modified 737 200s designated Boeing 737 2X9 Surveiller They were used as Maritime reconnaissance MPA transport aircraft fitted with SLAMMAR Side looking Multi mission Airborne Radar The aircraft were delivered between May 1982 and October 1983 35 Delta Express promoted the Cartoon Network animated television series The Powerpuff Girls by having a 737 200 painted with a special livery featuring the characters Blossom Bubbles and Buttercup on the exterior 36 The plane s inaugural flight was held at Logan International Airport in Boston Massachusetts on July 17 2000 37 In 2002 the aircraft was repainted with a different Powerpuff Girls theme to promote The Powerpuff Girls Movie 38 importance After 40 years in March 2008 the final 737 200 aircraft in the U S flying scheduled passenger service were phased out with the last flights of Aloha Airlines 39 As of 2018 the variant still saw regular service through North American charter operators such as Sierra Pacific Airlines 40 With the improved short field capabilities of the 737 200 Boeing offered the option of the gravel kit modification features preventing foreign object damage which enables this aircraft to operate on remote unimproved or unpaved runways such as gravel runways that other similarly sized jetliners cannot 41 Until retiring its 200 fleet in 2007 Alaska Airlines used this option for some of its combi aircraft rural operations to serve many unimproved runways in Alaska 42 43 Gravel kitted 737 200 Combis are still used by Canadian North which is due to retire their last one in early 2023 44 Air Inuit Nolinor Aviation and Chrono Aviation in Northern Canada where gravel runways are common As of October 2020 update there were 77 Boeing 737 200s in service 45 needs update 737 Classic second generation Edit Main article Boeing 737 Classic The Boeing 737 Classic is the name given to the 737 300 400 500 series after the introduction of the 600 700 800 900 series of the Boeing 737 family 46 Produced from 1984 to 2000 a total of 1 988 Classic series were delivered 47 Close to the next major upgrade of single aisle aircraft at Airbus and Boeing the price of jet fuel reached a peak in 2008 when airlines devoted 40 of the retail price of an air ticket to pay for fuel versus 15 in 2000 48 49 Consequently in that year carriers retired Boeing 737 Classic aircraft to reduce fuel consumption replacements consisted of more efficient 737 Next Generation or A320 family aircraft On June 4 2008 United Airlines announced it would retire all 94 of its Classic 737 aircraft 64 737 300 and 30 737 500 aircraft replacing them with A320 family jets taken from its Ted subsidiary which has been shut down 50 51 52 This intensified the competition between the two giant aircraft manufacturers which has since become a duopoly competition An optional upgrade with winglets became available for the Classic and NG series The 737 300 can be retrofitted with Aviation Partners Boeing winglets The 737 300 retrofitted with winglets is designated the 300SP Special Performance WestJet was to launch the 737 600 with winglets but dropped them in 2006 53 737 300 Edit 737 300 with wider CFM56 turbofans introduced by USAir on November 28 1984 Development began in 1979 for the 737 s first major revision which was originally introduced as the new generation of the 737 54 Boeing wanted to increase capacity and range incorporating improvements to upgrade the aircraft to modern specifications while also retaining commonality with previous 737 variants In 1980 preliminary aircraft specifications of the variant dubbed 737 300 were released at the Farnborough Airshow 55 This first major upgrade series was later renamed to the 737 Classic series It competed primarily with MD 80 its later derivative MD 90 and the newcomer Airbus A320 family Boeing engineer Mark Gregoire led a design team which cooperated with CFM International to select modify and deploy a new engine and nacelle that would make the 737 300 into a viable aircraft They chose the CFM56 3B 1 high bypass turbofan engine to power the aircraft which yielded significant gains in fuel economy and a reduction in noise but also posed an engineering challenge given the low ground clearance of the 737 and the larger diameter of the engine over the original Pratt amp Whitney engines Gregoire s team and CFM solved the problem by reducing the size of the fan which made the engine slightly less efficient than it had been forecast to be placing the engine ahead of the wing and by moving engine accessories to the sides of the engine pod giving the engine a distinctive non circular hamster pouch air intake 56 57 Earlier customers for the CFM56 included the U S Air Force with its program to re engine KC 135 tankers 58 The passenger capacity of the aircraft was increased to 149 by extending the fuselage around the wing by 9 feet 5 inches 2 87 m The wing incorporated several changes for improved aerodynamics The wingtip was extended 9 inches 23 cm and the wingspan by 1 foot 9 inches 53 cm The leading edge slats and trailing edge flaps were adjusted 56 The tailfin was redesigned the flight deck was improved with the optional EFIS Electronic Flight Instrumentation System and the passenger cabin incorporated improvements similar to those developed on the Boeing 757 59 The prototype 300 the 1 001st 737 built first flew on February 24 1984 with pilot Jim McRoberts 59 It and two production aircraft flew a nine month long certification program 60 The 737 300 retrofitted with Aviation Partners winglets was designated the 300SP Special Performance The 737 300 was replaced by the 737 700 of the Next Generation series 737 400 Edit Alaska Airlines was the first airline to have a 737 400 converted to a freighter The 737 400 was launched in 1985 to fill the gap between the 737 300 and the 757 200 In June 1986 Boeing announced the development of the 737 400 61 which stretched the fuselage a further 10 feet 3 0 m increasing the capacity to 188 passengers and requiring a tail bumper to prevent tailstrikes during take off and a strengthened wing spar 62 The 400s first flight was on February 19 1988 and after a seven month 500 hour flight testing run entered service with Piedmont Airlines that October 63 The last two 400s i e the last 737 Classics series were delivered to CSA Czech Airlines on February 28 2000 64 The 737 400 was replaced by the 737 800 of the Next Generation series The 737 400SF was a 737 400 converted to freighter though it was not a model delivered by Boeing and hence the nickname Special Freighter SF Alaska Airlines was the first to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets 65 The airline had also converted five more into fixed combi aircraft for half passenger and freight These 737 400 Combi aircraft were retired in 2017 and replaced by the 737 700F of the Next Generation series 66 737 500 Edit Shorter by 7 ft 10 in 2 4 m the first 737 500 was delivered to Southwest Airlines on February 28 1990 The 737 500 was offered as a modern and direct replacement of the 737 200 It was launched in 1987 by Southwest Airlines with an order for 20 aircraft 67 and it flew for the first time on June 30 1989 63 A single prototype flew 375 hours for the certification process 63 and on February 28 1990 Southwest Airlines received the first delivery 47 The 500 incorporated the improvements of the 737 Classic series allowing longer routes with fewer passengers to be more economical than with the 737 300 The fuselage length of the 737 500 is 1 foot 7 inches 48 cm longer than the 737 200 accommodating up to 140 62 passengers Both glass and older style mechanical cockpits arrangements were available 63 Using the CFM56 3 engine also gave a 25 increase in fuel efficiency over the older 737 200s P amp W engines 63 The 737 500 has faced accelerated retirement due to its smaller size after 21 years in service compared to 24 years for the 300 68 69 While a few 737 300s were slated for freighter conversion no demand at all existed for a 500 freighter conversion The 737 500 was replaced by the 737 600 of the Next Generation series though the 600 was not as successful in total orders as the 500 737 NG third generation Edit Main article Boeing 737 Next Generation The Boeing 737 Next Generation abbreviated as 737 Next Gen or 737NG is the name given to the main models 737 600 700 800 900 series and the extended range 700ER 900ER variants of the Boeing 737 family It has been produced since 1996 and introduced in 1997 with a total order of 7 097 aircraft of which 7 031 have been delivered as of May 2019 update 1 24 The main development was to re engine with the high pressure ratio CFM56 7 By the early 1990s while the MD 80 slowly withdraw from the competition leading to introduction of the MD 90 it had become clear that the new A320 family was a serious threat to Boeing s market share as Airbus won previously loyal 737 customers such as Lufthansa and United Airlines In November 1993 to keep the hand in the single aisle competition Boeing s board of directors authorized the Next Generation program to mainly upgrade the 737 Classic series 70 In late 1993 after engineering trade studies and discussions with major customers Boeing proceeded to launch a second derivative of the Boeing 737 the 737 Next Generation NG 600 700 800 900 series 1 It featured a redesigned wing with a wider wingspan and larger area greater fuel capacity longer range and higher MTOWs It was equipped with CFM56 7 high pressure ratio engines a glass cockpit and upgraded interior configurations The four main models of the series can accommodate seating for 108 to 215 passengers It was further developed into additional versions such as the corporate Boeing Business Jet BBJ and military P 8 Poseidon aircraft Following the merger between Boeing with McDonnell Douglas in 1997 the primary competitor for the 737NG series remained only the A320 family 737 600 Edit SAS received the first 737 600 in September 1998 The 737 600 the smallest model of the Next Generation was launched by Scandinavian Airlines SAS in March 1995 with the first aircraft delivered in September 1998 71 A total of 69 aircraft without winglets have been produced with the last one delivered to WestJet in 2006 1 The 737 600 replaced the 737 500 and is similar to the Airbus A318 737 700 Edit Southwest Airlines took delivery of the first 737 700 in December 1997 The 737 700 the first variant of the Next Generation was launched in November 1993 with an order of 63 aircraft The 700 seats 126 passengers in a two class or 149 passengers in a one class layout The launch customer Southwest Airlines took the first delivery in December 1997 72 The 737 700 replaced the 737 300 and competes with the Airbus A319 The 737 700C is a convertible version where the seats can be removed to carry cargo instead There is a large door on the left side of the aircraft The United States Navy was the launch customer for the 737 700C under the military designation C 40 Clipper 73 The 737 700ER Extended Range was launched on January 31 2006 and featured the fuselage of the 737 700 and the wings and landing gear of the 737 800 A 737 700ER can typically accommodate 126 passengers in two classes with a range similar to the Airbus A319LR 74 737 800 Edit Hapag Lloyd received the first 737 800 in April 1998 The Boeing 737 800 was a stretched version of the 737 700 launched on September 5 1994 The 800 seats 162 passengers in a two class or 189 passengers in a high density one class layout Launch customer Hapag Lloyd Flug now TUIfly received the first one in April 1998 75 The 800 replaced directly the 400 and aging 727 200 of US airlines It filled also the gap left by Boeing s decision to discontinue the MD 80 and MD 90 aircraft following Boeing s merger with McDonnell Douglas The 737 800 is the most widely used narrowbody aircraft and competes primarily with the Airbus A320 76 737 900 Edit The first 737 900 was delivered to Alaska Airlines on May 15 2001 The 737 900 was launched in 1997 and took its first flight on August 3 2000 It retains the MTOW fuel capacity trading range for payload and also the exit configuration of the 800 limiting its seat capacity to approximately 177 in a two class and 189 in a high density one class layout The launch customer Alaska Airlines received the delivery on May 15 2001 citation needed The 737 900ER Extended Range is the newest and largest variant of the 737NG generation An additional pair of exit doors and a flat rear pressure bulkhead increased its seating capacity to 180 passengers in a two class and up to 220 passengers in a one class configuration 77 The 900ER was introduced to meet the range and passenger capacity of the discontinued 757 200 and to directly compete with the Airbus A321 737 MAX fourth generation Edit Main article Boeing 737 MAX The Boeing 737 MAX is the name given to the main MAX 737 7 8 9 10 series and high density MAX 200 variant of the Boeing 737 family It is offered in four main variants typically offering 138 to 230 seats and a range of 3 215 to 3 825 nautical miles 5 954 to 7 084 km The 737 MAX 7 MAX 8 including the denser 200 seat MAX 200 and MAX 9 replace the 737 700 800 and 900 respectively The further stretched 737 MAX 10 has also been added to the series The main development was to re engine with CFM LEAP 1B very high bypass ratio On July 20 2011 Boeing announced plans for a third major upgrade and respectively fourth generation of 737 series to be powered by the CFM LEAP 1B engine with American Airlines intending to order 100 of these aircraft 78 On August 30 2011 Boeing confirmed the launch of the 737 new engine variant to be called the Boeing 737 MAX 79 80 81 It was based on earlier 737 designs with more efficient LEAP 1B power plants aerodynamic improvements most notably split tip winglets and airframe modifications It competes with the Airbus A320neo family that was launched in December 2010 and reached 1 029 orders by June 2011 breaking Boeing s monopoly with American Airlines which had an order for 130 A320neos that July 82 The 737 MAX had its first flight on January 29 2016 and gained FAA certification on March 8 2017 83 84 The first delivery was a MAX 8 on May 6 2017 to Lion Air s subsidiary Malindo Air 85 which put it into service on May 22 2017 86 As of January 2019 update the series has received 5 011 firm orders 1 In March 2019 civil aviation authorities around the world grounded the 737 MAX following two hull loss crashes which caused 346 deaths 87 On December 16 2019 Boeing announced that it would suspend production of the 737 MAX from January 2020 88 which was resumed in May 2020 In the midyear 2020 the FAA and Boeing conducted a series of recertification test flights 89 On November 18 2020 the FAA cleared the MAX to return to service Before the aircraft can fly again repairs must be implemented and airlines training programs must be approved Passenger flights in the U S are expected to resume before the end of the year 2 Worldwide the first airline to resume passenger service was Brazilian low cost Gol on December 9 2020 90 737 MAX 7 Edit 737 MAX 7 at the 2018 Farnborough Airshow The 737 MAX 7 a shortened variant of the MAX 8 was originally based on the 737 700 flying 1 000 nautical miles 1 900 km farther and accommodating two more seat rows at 18 lower fuel costs per seat 91 92 The redesign uses the 737 8 wing and landing gear a pair of over wing exits rather than the single door configuration a 46 inch longer 1 200 mm aft fuselage and a 30 inch longer 760 mm longer forward fuselage structural re gauging and strengthening and systems and interior modifications to accommodate the longer length 93 Entry into service with launch operator Southwest Airlines was expected in January 2019 but the airline deferred these orders until 2023 2024 94 95 The 737 MAX 7 replaced the 737 700 and was predicted to carry 12 more passengers and fly 400 nautical miles 740 km farther than Airbus A319neo with 7 lower operating costs per seat 96 737 MAX 8 Edit The Boeing 737 MAX 8 entered service with Malindo Air wearing Batik Air Malaysia livery The MAX 8 the first variant of the 737 MAX has a longer fuselage than the MAX 7 On July 23 2013 Boeing completed the firm configuration for the 737 MAX 8 97 Its first commercial flight was operated by Malindo Air on May 22 2017 The MAX 8 replaced the 737 800 and competed with the A320neo The 737 MAX 200 a high density version of the 737 MAX 8 was launched in September 2014 and named for seating for up to 200 passengers in a single class layout with slimline seats requiring an extra pair of exit doors The MAX 200 would be 20 more cost efficient per seat including 5 lower operating costs than the MAX 8 and would be the most efficient narrow body on the market when entering service 98 In mid November 2018 the first MAX 200 of the 135 ordered by Ryanair rolled out in a 197 seat configuration 99 It was first flown from Renton on January 13 2019 and was due to enter service in April 2019 100 101 737 MAX 9 Edit 737 MAX 9 first flight on April 13 2017 The 737 MAX 9 the stretched variant of the MAX 8 was launched with an order of 201 aircraft in February 2012 It made its roll out on March 7 2017 and first flight on April 13 2017 102 It was certified by February 2018 103 The launch customer Lion Air Group took the first MAX 9 on March 21 2018 before entering service with Thai Lion Air 104 The 737 MAX 9 replaced the 737 900 and competes with the Airbus A321neo 737 MAX 10 Edit The MAX 10 was proposed as a stretched MAX 9 in mid 2016 enabling seating for 230 in a single class or 189 in two class layout compared to 193 in two class seating for the A321neo The modest 66 inch 1 7 m stretch of fuselage enables the MAX 10 to retain the existing wing and CFM Leap 1B engine from the MAX 9 with a trailing link main landing gear as the only major change 105 The MAX 10 was launched on June 19 2017 with 240 orders and commitments from more than ten customers 106 The variant configuration with a predicted 5 lower trip cost and seat cost compared to the A321neo was firmed up by February 2018 and by mid 2018 the critical design review was completed 107 108 The MAX 10 has a similar capacity to the A321XLR but shorter range and much poorer field performance in smaller airports 109 It was unveiled in Boeing s Renton factory on November 22 2019 and scheduled for first flight in 2020 110 111 Boeing also considered parallel development with the 757 replacement similar to the development of the 757 and 767 in the 1970s 112 In the late 2010s Boeing worked on a medium range Boeing New Midsize Airplane NMA with two variants seating 225 or 275 passengers and targeting the same market segment as the 737 MAX 10 and the Airbus A321neo 113 A Future Small Airplane FSA was also touted during this period 114 The NMA project was set aside in January 2020 as Boeing focused on returning the 737 MAX to service and announced that it would be taking a new approach to future projects 115 Design EditThe 737 continued to evolve into many variants but still remains recognisable as the 737 These are divided into four generations but all are based on the same basic design Airframe Edit The fuselage cross section and nose are derived from that of the Boeing 707 and Boeing 727 Early 737 cockpits also inherited the eyebrow windows positioned above the main glareshield which were a feature of the original 707 and 727 116 to allow for better crew visibility 117 Contrary to popular belief these windows were not intended for celestial navigation 118 only the military T 43A had a sextant port for star navigation which the civilian models lacked 119 With modern avionics the windows became redundant and many pilots placed newspapers or other objects in them to block out sun glare They were eliminated from the 737 cockpit design in 2004 although they are still installed on customer request 120 The eyebrow windows were sometimes removed and plugged usually during maintenance overhauls and can be distinguished by the metal plug which differs from the smooth metal in later aircraft that were not originally fitted with the windows 120 The 737 s main landing gear under the wings at mid cabin rotates into wheel wells in the aircraft s belly The legs are 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 It is forbidden to operate without the caps because they are linked to the ground speed sensor that interfaces with the anti skid brake system The dark circles of the tires are clearly visible when a 737 takes off or is at low altitude 121 From July 2008 the steel landing gear brakes on new NGs were replaced by Messier Bugatti carbon brakes achieving weight savings to 550 700 pounds 250 320 kg depending on whether standard or high capacity brakes were equipped 122 On a 737 800 this gives a 0 5 improvement in fuel efficiency 123 737s are not equipped with fuel dump systems The original design was too small to require this and adding a fuel dump system to the later larger variants would have incurred a large weight penalty Boeing instead demonstrated an equivalent level of safety Depending on the nature of the emergency 737s either circle to burn off fuel or land overweight If the latter is the case the aircraft is inspected by maintenance personnel for damage and then returned to service if none is found 124 125 The original 737 with JT8D engines that span the entire wing chord The 737 Classic with larger CFM56s The 737NG with improved CFM56 7 engines The 737 MAX has larger CFM LEAP engines with chevronsEngines Edit Engines on the 737 Classic series 300 400 500 and Next Generation series 600 700 800 900 do not have circular inlets like most aircraft but rather a planform on the lower side which has been dictated largely by the need to accommodate ever larger engine diameters The 737 Classic series featured CFM56 high bypass turbofan engines which were 25 more efficient and also reduced noise significantly over JT8D low bypass engines used on the 737 Original series 100 and 200 but also posed an engineering challenge given the low ground clearance of the Boeing 737 family Boeing and engine supplier CFM International CFMI solved the problem by placing the engine ahead of rather than below the wing and by moving engine accessories to the sides rather than the bottom of the engine pod giving the 737 Classic and later generations a distinctive non circular air intake 56 The improved higher pressure ratio CFM56 7 turbofan engine on the 737 Next Generation is 7 more fuel efficient than the previous CFM56 3 on the 737 Classic with the same bypass ratio The newest 737 variants the 737 MAX series feature LEAP 1B engines from CFMI with a 69 inches 1 76 m fan diameter These engines were expected to be 10 12 more efficient than the CFM56 7B engines on the 737 Next Generation series 126 737 200 JT8D engine with original cowling design 737 400 CFM56 engine with an ovoid hamster pouch inlet with a flattened bottom 737 800 CFM56 engine with a more rounded inlet versus the 400 due to a redesigned fan in the engine 737 MAX 9 CFM LEAP 1B engine with 787 derived engine chevrons Flight systems Edit The 737 is unusual in that it still uses a hydro mechanical flight control system similar to the Boeing 707 and typical of the period that transmits pilot commands to control surfaces via steel cables that run through the fuselage and wings rather than by an electrical fly by wire system as used across the entire Airbus fleet and all subsequent Boeing models 127 This has been raised as a safety issue because of the impracticality of adding redundant mechanical cable based systems like the ones found in electronic systems This leaves the flight controls as a single point of failure vulnerable to wing or fuselage penetration by metal fragments from an uncontained engine failure for example 128 The primary flight controls have mechanical backups In the event of total hydraulic system failure or double engine failure they will automatically and seamlessly revert to control via servo tab In this mode the servo tabs aerodynamically control the elevators and ailerons these servo tabs are in turn controlled by cables running to the control yoke The pilot s muscle forces alone control the tabs The 737 Next Generation series introduced a six screen LCD glass cockpit with modern avionics but designed to retain crew commonality with previous 737 generations 129 The 737 MAX introduced a 4 15 1 inch landscape LCD screen cockpit manufactured by Rockwell Collins derived from the Boeing 787 Dreamliner Except for the spoilers which are fly by wire controlled and all the analog instruments which became digital everything else is similar to the cockpits of the previous 737 generations to maintain commonality citation needed Original 737 200 cockpit Classic 737 300 cockpit Next Generation 737 800 cockpit Aerodynamics Edit The Original 100 and 200 series were built without wingtip devices but these were later introduced to improve fuel efficiency The 737 has evolved four winglet types the 737 200 Mini winglet 737 Classic NG Blended Winglet 737 Split Scimitar Winglet and 737 MAX Advanced Technology Winglet 120 The 737 200 Mini winglets are part of the Quiet Wing Corp modification kit that received certification in 2005 120 Blended winglets were standard on the 737 NG and are available for retrofit on 737 Classic models These winglets stand approximately 8 feet 2 4 m tall and are installed at the wing tips They improve fuel efficiency by up to 5 through lift induced drag reduction achieved by moderating wingtip vortices 130 131 Split Scimitar winglets became available in 2014 for the 737 800 737 900ER BBJ2 and BBJ3 and in 2015 for the 737 700 737 900 and BBJ1 132 Split Scimitar winglets were developed by Aviation Partners the same Seattle based corporation that developed the blended winglets the Split Scimitar winglets produce up to a 5 5 fuel savings per aircraft compared to 3 3 savings for the blended winglets Southwest Airlines flew their first flight of a 737 800 with Split Scimitar winglets on April 14 2014 133 The next generation 737 737 MAX will feature an Advanced Technology AT Winglet that is produced by Boeing The Boeing AT Winglet resembles a cross between the Blended Winglet and the Split Scimitar Winglet 134 An optional Enhanced Short Runway Package was developed for use on short runways Blended Winglet standard on NGs a retrofit option for Classics Split Scimitar Winglet standard on later NGs Advanced Technology Winglet standard on MAX Interior Edit The first generation Original series 737 cabin was replaced for the second generation Classic series with a design based on the Boeing 757 cabin The Classic cabin was then redesigned once more for the third Next Generation 737 with a design based on the Boeing 777 cabin Boeing later offered the redesigned Sky Interior on the NG The principle features of the Sky Interior include sculpted sidewalls redesigned window housings increased headroom and LED mood lighting 135 136 larger pivot bins based on the 777 and 787 designs and generally more luggage space 136 and claims to have improved cabin noise levels by 2 4 dB 135 The first 737 equipped Boeing Sky Interior was delivered to Flydubai in late 2010 135 Continental Airlines 137 138 Alaska Airlines 139 Malaysia Airlines 140 and TUIFly have also received Sky Interior equipped 737s 141 737 Classic interior in 3 3 economy class layout Boeing 737NG standard interior with curved panels Boeing 737NG Sky Interior with pivot bins and LED lightingOther variants Edit737 AEW amp C Edit The Boeing 737 AEW amp C is an Airborne Early Warning and Control version of the 737 700 Main article Boeing 737 AEW amp C The Boeing 737 AEW amp C is a 737 700IGW roughly similar to the 737 700ER This is an Airborne Early Warning and Control AEW amp C version of the 737NG Australia is the first customer as Project Wedgetail followed by Turkey and South Korea citation needed T 43 CT43A Edit The T 43 was a 737 200 used by the United States Air Force to train navigators Main article Boeing T 43 The T 43 was a 737 200 modified for use by the United States Air Force for training navigators now known as USAF combat systems officers Informally referred to as the Gator an abbreviation of navigator and Flying Classroom nineteen of these aircraft were delivered to the Air Training Command at Mather AFB California during 1973 and 1974 Two additional aircraft were delivered to the Colorado Air National Guard at Buckley ANGB later Buckley AFB and Peterson AFB Colorado in direct support of cadet air navigation training at the nearby U S Air Force Academy citation needed Two T 43s were later converted to CT 43As similar to the CT 40A Clipper below in the early 1990s and transferred to Air Mobility Command and United States Air Forces in Europe respectively as executive transports A third aircraft was also transferred to Air Force Materiel Command for use as a radar test bed aircraft and was redesignated as an NT 43A The T 43 was retired by the Air Education and Training Command in 2010 after 37 years of service 142 C 40 Clipper Edit The Boeing C 40 Clipper is a military version of the 737 700C Main article Boeing C 40 Clipper The Boeing C 40 Clipper is a military version of the 737 700C NG It is used by both the United States Navy and the United States Air Force and has been ordered by the United States Marine Corps 143 Technically only the Navy C 40A variant is named Clipper whereas the USAF C 40B C variants are officially unnamed P 8 Poseidon Edit Main article Boeing P 8 Poseidon The P 8 Poseidon is a 737 800 variant for anti submarine warfare anti surface warfare and shipping interdiction The P 8 Poseidon developed for the United States Navy by Boeing Defense Space amp Security based on the Next Generation 737 800ERX The P 8 can be operated in the anti submarine warfare ASW anti surface warfare ASUW and shipping interdiction roles It is armed with torpedoes Harpoon anti ship missiles and other weapons and is able to drop and monitor sonobuoys as well as operate in conjunction with other assets such as the Northrop Grumman MQ 4C Triton maritime surveillance unmanned aerial vehicle UAV Boeing Business Jet BBJ Edit Main article Boeing Business Jet BBJ cabin example In the late 1980s Boeing marketed the 77 33 jet a business jet version of the 737 300 144 The name was short lived After the introduction of the Next Generation series Boeing introduced the Boeing Business Jet BBJ series The BBJ1 was similar in dimensions to the 737 700 but had additional features including stronger wings and landing gear from the 737 800 and had increased range over the other 737 models through the use of extra fuel tanks The first BBJ rolled out on August 11 1998 and flew for the first time on September 4 145 On October 11 1999 Boeing launched the BBJ2 Based on the 737 800 it is 19 feet 2 inches 5 84 m longer than the BBJ with 25 more cabin space and twice the baggage space but has slightly reduced range It is also fitted with auxiliary belly fuel tanks and winglets The first BBJ2 was delivered on February 28 2001 145 Boeing s BBJ3 is based on the 737 900ER The BBJ3 has 1 120 square feet 104 m2 of floor space 35 more interior space and 89 more luggage space than the BBJ2 It has an auxiliary fuel system giving it a range of up to 4 725 nautical miles 8 751 km and a Head up display Boeing completed the first example in August 2008 This aircraft s cabin is pressurized to a simulated 6 500 foot 2 000 m altitude 146 147 Boeing Converted Freighter program Edit The Boeing Converted Freighter program BCF or the 737 800BCF program was launched by Boeing in 2016 It converts old 737 800 passenger jets to dedicated freighters 148 The first 737 800BCF was delivered in 2018 to GECAS which is leased to West Atlantic 149 Boeing has signed an agreement with Chinese YTO Cargo Airlines to provide the airline with 737 800BCFs pending a planned program launch 150 Experimental Edit Main article ecoDemonstrator Three 737 aircraft have been used in Boeing test programs In 2012 a new 737 800 bound for American Airlines became the first ecoDemonstrator airframe in a program that continues annually into the 2020s In conjunction with many industry partners the program aims to reduce the environmental impact of aviation In 2012 it tested the winglets which would eventually be used in the 737 MAX series 151 Testing also included a variable area exhaust nozzle regenerative hydrogen fuel cells for electrical power and sustainable aviation fuel SAF In 2018 one of the 737 MAX 7 prototypes participated in Boeing s Quiet Technology Demonstrator 3 QTD3 program in which a NASA engine inlet designed to reduce engine noise was tested over an acoustic array at Moses Lake Washington 152 A 737 MAX 9 was used as the 2021 ecoDemonstrator A new airframe in a special Alaska Airlines livery flew an extensive test program a major part of which was the use of SAF in blends of up to 50 including a flight from Seattle to Glasgow Scotland to attend the United Nations COP26 Climate Change Conference 153 Other test areas included halon free fire extinguisher ground testing only a low profile anti collision light and text based air traffic control communications 154 At the end of the testing the aircraft was returned to standard configuration and was delivered to Alaska Airlines in 2022 Competition EditMain article Competition between Airbus A320 and Boeing 737 United Airlines Airbus A320 front and Boeing 737 900 on final approach 737 vs A320 family deliveries per model 1967 2018 The Boeing 737 Classic Next Generation and MAX series have faced significant competition from the Airbus A320 family first introduced in 1988 The relatively recent Airbus A220 family now also competes against the smaller capacity end of the 737 variants The A320 was developed to compete also with the McDonnell Douglas MD 80 90 and 95 series the 95 later becoming the Boeing 717 Since July 2017 Airbus had a 59 4 market share of the re engined single aisle market while Boeing had 40 6 Boeing had doubts on over ordered A320neos by new operators and expected to narrow the gap with replacements not already ordered 155 However in July 2017 Airbus had still 1 350 more A320neo orders than Boeing had for the 737 MAX 156 Boeing delivered 8 918 of the 737 family between March 1988 and December 2018 1 while Airbus delivered 8 605 A320 family aircraft over a similar period since first delivery in early 1988 157 Airbus A320 family deliveries 158 159 Boeing 737 series deliveries 160 161 Operators EditAs of August 2021 update the five largest operators of the Boeing 737 were Southwest Airlines 736 Ryanair 443 United Airlines 383 American Airlines 344 and Delta Air Lines 218 162 Civilian Edit Main article List of Boeing 737 operators The largest 737 operator is Southwest Airlines In 2006 over 4 500 Boeing 737s were operated by more than 500 airlines flying to 1 200 destinations in 190 countries and on average 1 250 aircraft were airborne with two either departing or landing every five seconds 163 The 737 was the most commonly flown aircraft in 2008 164 2009 165 and 2010 166 In 2013 over 5 580 Boeing 737s were operated by more than 342 airlines in 111 countries which represented more than 25 of the worldwide fleet of large jet airliners The 737 had carried over 16 8 billion passengers twice of 7 1 billion world population in that time over 119 billion miles 192 billion km with more than 184 million flights or 264 million hours in the air 167 In 2016 there were 6 512 Boeing 737 airliners in service 5 567 737NGs plus 945 737 200s and 737 Classics more than the 6 510 Airbus A320 family 168 while in 2017 there were 6 858 737s in service 5 968 737NGs plus 890 737 200s and classics fewer than the 6 965 A320 family 169 verification needed By 2018 over 7 500 Boeing 737s were in service and on average 2 800 aircraft were airborne with two either departing or landing every three seconds carrying around three million passengers daily At the time the global 737 fleet had carried over 22 billion passengers since its introduction 170 As of June 2021 update despite being the world most delivered airliner 9 315 Boeing 737s were in service 171 slightly fewer than the 9 353 A320 family 172 as more 737s were already out of service Military Edit Indonesian Air Force Boeing 737 2X9 Surveiller AI 7302 at Sultan Abdul Aziz Shah Airport Many countries operate the 737 passenger BBJ and cargo variants in government or military applications 173 Users with 737s include Argentina Australia Brazil Chile China Colombia Democratic Republic of the Congo India Indonesia Iran Kazakhstan Malaysia Mexico Mongolia Netherlands Nigeria Pakistan Peru Poland South Africa Saudi Arabia South Korea Taiwan Thailand Turkey United Kingdom United States Orders and deliveries Edit 737 deliveries per year 1967 2018 The 737 had the highest cumulative orders for any airliner until surpassed by the A320 family in October 2019 174 In that year 737 orders dropped by 90 as 737 MAX orders dried up after the March grounding 175 The 737 MAX backlog fell by 182 mainly due to the Jet Airways bankruptcy a drop in Boeing s airliner backlog was a first in at least the past 30 years 176 As of December 2022 update 15 576 units of the Boeing 737 family had been ordered with 4 312 orders were pending or 3 653 when including additional criteria for recognizing contracted backlog with customers beyond the existence of a firm contract ASC 606 Adjustment 1 Boeing delivered the 5 000th 737 to Southwest Airlines on February 13 2006 the 6 000th 737 to Norwegian Air Shuttle in April 2009 177 the 7 000th 737 to Flydubai on December 16 2011 167 the 8 000th 737 to United Airlines on April 16 2014 178 and the 9 000th 737 to China United Airlines in April 2016 179 The 10 000th 737 was ordered in July 2012 180 rolled out on March 13 2018 and was to be delivered to Southwest Airlines the backlog at the time stood at over 4 600 aircraft 181 As of December 2022 update 11 264 units of the Boeing 737 family had been delivered 1 while 10 692 of the competing A320 family had been delivered 182 Deliveries by year for all 737 generations and model series 1 Year Total 2022 2021 2020 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007Deliveries 11 264 387 263 43 a 127 580 529 490 495 485 440 415 372 376 372 290 3302006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987302 212 202 173 223 299 282 320 282 135 76 89 121 152 218 215 174 146 165 1611986 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967141 115 67 82 95 108 92 77 40 25 41 51 55 23 22 29 37 114 105 4 Note that the 2020 deliveries consist of 16 NG based variants and 27 737 MAXs Model summary Edit Orders and deliveries by generation and model series 1 Generation Model series ICAO code 183 Orders Deliveries Unfilled orders First flight737 Original 737 100 B731 30 30 April 9 1967737 200 B732 991 991 August 8 1967737 200C 104 104 September 18 1968737 T43A 19 19 March 10 1973737 Classic 737 300 B733 1 113 1 113 February 24 1984737 400 B734 486 486 February 19 1988737 500 B735 389 389 June 30 1989737 NG 737 600 B736 69 69 January 22 1998737 700 B737 1 128 1 128 February 9 1997737 700C 22 22 April 14 2000 184 737 700W 14 14 May 20 2004 185 737 800 B738 4 991 4 989 2 July 31 1997737 800A 191 168 23 April 25 2009 186 737 900 B739 52 52 August 3 2000737 900ER 505 505 September 1 2006737 BBJ 737 BBJ1 700 B737 122 122 September 4 1998737 BBJ2 800 B738 23 23 N A737 BBJ3 900 B739 7 7 N A737 MAX 737 MAX 7 8 9 10 B37M B38M B39M B3XM 5 320 1033 4 287 January 29 2016 187 Boeing 737 family All series B73 B3 M 15 576 11 264 4 312 April 9 1967 1 Accidents and incidents EditMain article List of accidents and incidents involving the Boeing 737 As of March 2022 update there has been a total of 503 aviation accidents and incidents involving all 737 aircraft 188 including 219 hull losses resulting in a total of 5 717 fatalities 189 190 A Boeing analysis of commercial jet airplane accidents between 1959 and 2013 found that the hull loss rate for the Original series was 1 75 per million departures for the Classic series 0 54 and the Next Generation series 0 27 191 During the 1990s a series of rudder issues on series 200 and 300 aircraft resulted in multiple incidents In two total loss accidents United Airlines Flight 585 a 200 series and USAir Flight 427 a 300 the pilots lost control of the aircraft following a sudden and unexpected deflection of the rudder killing everyone aboard a total of 157 people 192 Similar rudder issues led to a temporary loss of control on at least five other 737 flights before the problem was ultimately identified The National Transportation Safety Board determined that the accidents and incidents were the result of a design flaw that could result in an uncommanded movement of the aircraft s rudder 193 13 194 ix As a result of the NTSB s findings the Federal Aviation Administration ordered that the rudder servo valves be replaced on all 737s and mandated new training protocols for pilots to handle an unexpected movement of control surfaces 195 Following the crashes of two 737 MAX 8 aircraft Lion Air Flight 610 in October 2018 and Ethiopian Airlines Flight 302 in March 2019 which caused 346 deaths civil aviation authorities around the world grounded the 737 MAX series 87 On December 16 2019 Boeing announced that it would suspend production of the 737 MAX from January 2020 88 Production of the MAX series resumed on May 27 2020 196 Aircraft on display Edit USAir 737 200 fuselage section at the Museum of Flight Owing to the 737 s long production history and popularity many older 737s have found use in museums after reaching the end of useful service 19437 1 737 130 registered N515NA on static display at the Museum of Flight in Seattle Washington It was the first 737 built and is painted in NASA markings 197 19047 14 737 222 registered N9009U preserved by Southern Illinois University Carbondale at Southern Illinois Airport 198 20213 160 737 201 registered N213US forward fuselage on static display at the Museum of Flight in Seattle Washington in USAir livery 199 20561 292 737 281 registered LV WTX on static display at the National Museum of Aeronautics in Moron Buenos Aires 200 20562 293 737 281 registered CC CSK fuselage preserved at Motel Bahia in Concon Chile 201 202 21262 470 737 2H4 registered C GWJT on static display at the British Columbia Institute of Technology Aerospace Technology Campus in Richmond British Columbia It is used for ground instructional training The aircraft was donated by WestJet and bears its livery 203 204 21340 499 737 2H4 registered N29SW on static display at the Kansas Aviation Museum in Wichita Kansas It was formerly operated by Ryan International Airlines and prior to that Southwest Airlines 205 206 21712 557 737 275 registered C GIPW preserved in operational condition at Alberta Flying Heritage Museum in Villeneuve Alberta Painted in Pacific Western Airlines livery 207 22578 767 737 290C registered N740AS on static display at the Alaska Aviation Heritage Museum in Anchorage Alaska It was formerly operated by Alaska Airlines 208 22826 878 737 2H4 registered YV1361 preserved at a hotel in Santiago Chile It was formerly operated by Avior Airlines 209 23059 980 737 2Z6 registered 22 222 on static display at the Royal Thai Air Force Museum in Bangkok 210 211 22940 1037 737 3H4 registered N300SW on static display at the Frontiers of Flight Museum in Dallas Texas It was the first such aircraft delivered to Southwest Airlines in November 1984 212 23257 1124 737 301 registered PK AWU on static display at ITE College Central in Singapore 213 23472 1194 737 219 registered ZS SMD on static display at the South African Airways Museum in Germiston Gauteng 214 23660 1294 737 377 registered G CELS nickname Elsie on static display at Norwich International Aviation Academy as an aircraft maintenance trainer It is painted in the silver amp red Jet2 com colour scheme without the logo branding 215 27286 2528 737 3Q8 registered N759BA on static display at the Pima Air amp Space Museum in Tucson Arizona It is painted in China Southern Airlines markings and was previously operated by the airline as B 2921 216 Specifications EditBoeing 737 Characteristics 217 Variant 737 100 737 200 737 300 400 500 737 600 700 800 900 737 MAX 7 8 9 10 218 219 Cockpit crew Two2 class seats 85 12F 73Y 102 14F 38 88Y 34 126 147 110 108 128 160 177 138 162 178 1881 class seats 103 34 118 30 115 34 130 30 140 159 168 122 132 123 130 140 175 177 215 153 178 193 204Exit limit 124 136 149 188 145 149 149 189 220 172 200 220 230Length 94 ft 29 m 100 ft 2 in 30 53 m 102 120 ft 31 37 m 102 138 ft 31 42 m 116 7 143 7 ft 35 56 43 8 m Span 93 ft 28 m 94 ft 9 in 28 88 m 112 ft 7 in 34 32 m winglets 117 ft 5 in 35 79 m 117 ft 10 in 35 92 m Wing 220 979 9 sq ft 91 04 m2 25 sweep 1 341 2 sq ft 124 60 m2 1 370 sq ft 127 m2 221 Height 37 ft 11 m 36 ft 6 in 11 13 m 41 ft 12 m 40 ft 4 in 12 29 m Width Fuselage 148 inches 3 8 m Cabin 139 2 inches 3 54 m Cargo 650 cu ft 18 m3 875 cu ft 24 8 m3 882 1 373 cu ft25 0 38 9 m3 720 1 826 cu ft20 4 51 7 m3 1 543 1 814 cu ft43 7 51 4 m3MTOW 110 000 lb 50 000 kg 128 100 lb 58 100 kg 133 500 150 000 lb60 600 68 000 kg 144 500 187 700 lb65 500 85 100 kg 177 000 194 700 lb80 300 88 300 kgOEW 62 000 lb 28 000 kg 65 300 lb 29 600 kg 70 440 76 760 lb31 950 34 820 kg 80 200 98 495 lb36 378 44 677 kg MAX 8 99 360 lb 45 070 kg 222 Fuel capacity 4 720 US gal 17 900 L 5 970 US gal 22 600 L a 5 311 US gal 20 100 L 6 875 7 837 US gal 26 020 29 670 L 6 853 US gal 25 940 L Speed Mach 0 745 Mach 0 82 430 473 kn 796 876 km h Cruise MMO 221 Mach 0 785 453 kn 838 km h CruiseTakeoff b 6 099 ft 1 859 m 220 7 500 8 690 ft2 290 2 650 m 223 6 161 7 598 ft1 878 2 316 m 220 Range 1 540 nmi 2 850 km 224 2 600 nmi 4 800 km c 225 2 060 2 375 nmi3 815 4 398 km 223 2 935 3 010 nmi5 436 5 575 km 226 3 300 3 850 nmi6 110 7 130 kmCeiling 221 37 000 ft 11 300 m 41 000 ft 12 500 m Engines 2 Pratt amp Whitney JT8D 7 9 15 17 CFM56 3 series CFM56 7 series CFM LEAP 1BThrust 2 14 000 lbf 62 kN 224 14 500 16 400 lbf64 73 kN 225 20 000 23 500 lbf89 105 kN 20 000 27 000 lbf89 120 kN up to 29 300 lbf 130 kN With 810 US gal 3 100 L auxiliary fuel tank MTOW Sea Level International Standard Atmosphere 120 passengersSee also EditRelated development Boeing 737 AEW amp C Boeing 737 Classic Boeing 737 MAX Boeing 737 Next Generation Boeing Business Jet Boeing C 40 Clipper Boeing P 8 Poseidon Boeing T 43 Aircraft of comparable role configuration and era Airbus A220 Airbus A320 family Boeing 717 Comac C919 Dassault Mercure Embraer 195 McDonnell Douglas DC 9 McDonnell Douglas MD 80 McDonnell Douglas MD 90 Sukhoi Superjet 100 Yakovlev Yak 42DReferences EditCitations Edit a b c d e f g h i j k l Boeing Orders and Deliveries updated monthly boeing com December 31 2022 Archived from the original on January 12 2021 Retrieved January 10 2023 a b Gates Dominic November 18 2020 Boeing 737 MAX can return to the skies FAA says Archived from the original on November 30 2020 Retrieved November 18 2020 a b Transport News Boeing Plans Jet Archived 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Boeing 737 737 page on Boeing com The 737 Story on FlightInternational com 737 200 PDF Boeing 2007 Retrieved from https en wikipedia org w index php title Boeing 737 amp oldid 1134269267, wikipedia, wiki, book, books, library,

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