Boeing, which lead in commercial aviation in the mid-60s due to the 707 and 727,
needed to respond to the airlines demands for a more efficient, short-range
aircraft after Douglas announced the DC-9. It did so by pre-announcing the 737
in February of 1965. The 737 went on to become the best selling commercial aircraft of all time.
The first test flight of a 737 too place at Boeing in Renton, Washington on April 9, 1967.
Lufthansa became the first foreign carrier to launch an American airliner by being
the first to order and take delivery of the 737. Coupled with the Douglas DC-9,
the 737 allowed the American aircraft builders to shut out the British and their
BAC-111 in the short-haul market.
Your Memories Shared!
My all-time favorite aircraft. I was a "road warrior" for some years and enjoyed my
B-737 flights the most. It had the quietest and most comfortable first class cabin.
About five years ago, I sat next to a Continental Airlines pilot deadheading back to Bush
IAH in Houston who was a 737 pilot. According to him, the 737 was the last
of the "slide rule"
airplanes, built before the use of computer technology. He also said it was the only
commercial aircraft that could make up any significant time in the air because it
could cruise easily at greater than normal throttle setting. He also said its wing design
wouldn't permit it to fly very slowly, and that's why they often seemed to land so
rough....the aircraft would get too slow to fly and just drop to the runway.
I don't know how much of what he said is true, I just know I loved flying in them.
Alas, they made too much noise and were impossible to fit with shrouds. While not
the first jet, I think it's the most significant in terms of capabilities and numbers
produced.....sort of the DC-3 of the turbine era. -RBLloyd
About the ground clearance: the basic CFM56 (the first which where placed on a caravelle testbed) were completely round. No strange shape. Same thing on the DC-8 (the -70 series where fitted with the CFM56-2 engine) and the E-3 Sentry (based on the Boeing 707 model with same CFM56-2). But indeed Boeing had a little problem: the engines where too large to place under the 737 wing (not enough ground clearance).
So what did they do? They moved the gearbox for the CFM56-3 from below the engine to the side and that explains the strange shape of the CFM56-3 and -7 series (the -7 series being the ones that power the 737NG). But on the CFM56-5 series (who powered the A32X and A340-2/300) the gearbox was again placed below the engine (the Airbusses have a greater ground clearance).
As some members have mentioned the B737BBJ's, here is the
latest list. So one can have an idea of the number of planes, and
delivered to whom.
Until now more than 90 BBJ1s (based on the 737-700) and BBJ2s (based on the 737-800) have been delivered, 11 of them in 2002. All BBJs have been ordered via Boeing Business Jets Corp. and then delivered to the final customer. Most of them are then ferried to another location for interior outfitting, fuel tank modifications, winglets outfitting and painting, like Everett WA, Georgetown DE, Waco TX (all USA) and Hamburg (Germany). Additions and corrections are most welcome. If anyone has (scans of) good quality photos of BBJs, I am interested to receive them.
00-0015 737-7DM (C-40B) 32916 979 N378BJ Air Force of The United States - USAF
01-0040 737-7DM (C-40B) 29971 684 N371BJ Air Force of The United States - USAF
02-0201 737-7CP (W) (C-40C) 30755 545 N752BC
Air Force of The United States - USAF / BCC Equipment Leasing Corp.
operated by District of Columbia ANG 201st Airlift Sqn
02-0202 737-7CP (W) (C-40C) 30753 481 N754BC
Air Force of The United States - USAF / BCC Equipment Leasing Corp.
operated by District of Columbia ANG 201st Airlift Sqn
9M-BBJ 737-7H6 29274 397 N6055X Malaysia Airlines
MaStar titles
A36-001 737-7DT 30829 738 N372BJ
Air Force of Australia - Royal Australian Air Force / GE Capital International Holdings Corp.
A36-002 737-7DF 30790 613 N10040
Air Force of Australia - Royal Australian Air Force / GE Capital International Holdings Corp.
on order 2003
A6- 737-7E0 (W) 32982 N753JM
United Arab Emirates - Dubai Royal Flight
on order (?); to be confirmed
A6-AIN 737-7Z5 (W) 29268 280 N1786B
United Arab Emirates - Amiri Flight
A6-DAS 737-7Z5 29858 530 N1786B
United Arab Emirates - Amiri Flight
A6-HRS 737-7E0 (W) 29251 150
United Arab Emirates - Dubai Royal Flight
A6-LIW 737-7Z5 (W) 29857 445 N1795B
United Arab Emirates - Amiri Flight
A6-MRM 737-8E0 (W) 32450 787 N1787B
United Arab Emirates - Dubai Royal Flight
N349BA 737-73Q 30789 602 N1786B
Boeing Commercial Airplane Group / BCC Equipment Leasing Corp.
N357BJ 737-7FD 33500 1223
Boeing Co.
N358BJ 737-7ES 33542 1232
Boeing Business Jets
N366G 737-75V (W) 28581 126
General Electric Capital Corporation [GECC]
leased to General Electric Co. (N366G)
N367G 737-75V (W) 28579 312
General Electric Capital Corporation [GECC]
leased to General Electric Co. (N367G)
N371BC 737-8EF 32971 996 N1786B
Boeing Aircraft Holding Co.
stored Boeing Field, WA (in primer)
N372BJ 737-7DT 30829 738 N1787B
General Electric Capital Corporation [GECC] / GE Capital International Holdings Corp.
leased to RAAF (A36-002)
N374BC 737-7DM (C-40B) 33080 1089
Boeing Co.
N374MC 737-7BJ 30076 179 N1784B
General Electric Capital Corporation [GECC] / GECC
leased to Gama Aviation (VP-BBW)
N375BC 737-8EV 33079 1075
Boeing Aircraft Holding Co.
stored Boeing Field, WA (in primer)
N377JC 737-7FB 33367 1189
Boeing Co.
stored Boeing Field, WA (in primer)
N379BC 737-8EX 33473 1196
Boeing Co.
stored Boeing Field, WA (in primer)
N4AS 737-74U (W) 29233 197 N1786B Air Shamrock Inc.
N500LS 737-73T 29054 143 N6067E Hayes Productions LLC
N50TC 737-72T (W) 29024 131 N1786B Tracinda Corp.
N515GM 737-7BC 30782 586 N1786B KevinAir LLC
N707BZ 737-7BC 32970 988 N103QS Boeing Co.
N73711 737-7AH (W) 29749 456 N1787B
General Electric Capital Corporation [GECC] / GECC
leased to Westmound Investments Ltd. (C6-TTB)
N73721 737-74T (W) 29139 189 N5573L
General Electric Capital Corporation [GECC] / General Electric Capital Corp.
leased to North Pacific Aviation Inc. (N21KR)
N737CC 737-74Q (W) 29135 206 N60436
Mid East Jet / Wells Fargo Bank Northwest NA Trustee
N737ER 737-7CJ (W) 30754 516 N61MJ BBJ One Inc.
based Jeddah (Saudi Arabia)
N737GG 737-74Q (W) 29136 225 N1779B
Mid East Jet / Wells Fargo Bank Northwest NA Trustee
N737SP 737-8EQ 33361 1124
Wells Fargo Bank Northwest NA Trustee
operating for Sanitra Establishment; to be rergd N737M
N737WH 737-75T 29142 167 N700WH First Union Commercial Corp.
operated by Southern Aircraft Services Inc. for Wayne Huizinga
N742PB 737-73U 29200 234 Chartwell Partners LLC
N752BC 737-7CP (W) (C-40C) 30755 545 VP-BFO
Boeing Equipment Holding Company [BEHC] / BCC Equipment Leasing Corp.
leased to USAF (as 02-0201)
N753JM 737-7E0 (W) 32982
Boeing Co.
N754BC 737-7CP (W) (C-40C) 30753 481 VP-BFE
Boeing Capital Corporation [BCCO] / BCC Equipment Leasing Corp.
leased to USAF (as 02-0202)
N7600K 737-7BC (W) 32628 953 N1787B Executive Jet Aviation (USA) / SAS Institute Inc.
N79711 737-7BQ 30547 423 N79711
General Electric Capital Corporation [GECC] / Wells Fargo Bank Northwest NA Trustee
operating for Dallah BBJ LLC (N79711; (to be rergd HZ-DG5)
N888YF 737-7BC (W) 33036 1060 N110QS
Executive Jet Aviation (USA) / AVN Air LLC
operated for Evergreen International Panama SA
N889NC 737-7AV (W) 30070 244 N18NC
Wells Fargo Bank Northwest NA Trustee
operated by News America Inc.
Lien wrote:I always wondered which 737's have a front or/and rear built in stairs and which 737's do not have them ?
Lien,
the built-in stairs are optional, I remember that the handling-cost in some locations is less because you have your own stairs but it burns extra fuel due to the weight of it.
Sabena had no airstairs on its 737-200 because they thought it was useless loas. Wel after some flights, it seemed the aircraft wasn't balanced anymore. What they did was they put weight there. So finaly they had no stairs but also didn't have the reduced fuel burn.
It 's just easier to have them: it can happen that you have to wait for 10 minutes or more for stairs, so then it's easier to just deploy the stairs and start offloading the pax.
The prototype subsequently went to NASA and was in regular experimental use until 1997. It is now stored at Moses Lake and kept in an airworthy condition until it can be flown back to Boeing Field, probably in Spring 2003, where it will be put on permanent display. NASA 515 was involved in numerous pioneering flight investigations including control systems, 3D and 4D navigation, in-flight energy management, computerized flight management systems, electronic displays, Microwave Landing System (MLS) development (overrun in late development by the advent of GPS), slippery runway studies, and clear air turbulence and wind shear detection and warning. The airplane has a second flight deck, fully functional, installed in the main cabin, that was used for much of the flying. Control systems used included the original Boeing control column/wheel, Brolly handles (like bicycle handlebars), and the current side-stick controllers. Numerous glass cockpit CRT display configurations were tried, that attacked many questions regarding display arrangements, colours and symbology. Much of this work wound up on Boeing, Douglas, and Airbus airplanes as well as the Space Shuttle. The airplane has a unique fourth hydraulic system with a reservoir, pump and filter system. Other studies were performed of drag-reducing external coatings, cockpit displayed traffic information, takeoff performance monitoring, and precision flare guidance during landing touchdown.
Andre
Last edited by 777 on 07 Nov 2003, 14:45, edited 1 time in total.
The IAI Elta division 737-200A testbed has been used to develop systems since 1979. These have included maritime patrol signal intelligence, image intelligence using synthetic aperture radar, AEW and most recently Flight Guard, a commercial aircraft missile protection system.
8 Orders, 2 Options (Australia & Turkey)
The 737 Airborne Early Warning and Control planes are designed for countries that can't afford or don't need the capability of the much bigger 767 or 707 AWACS. The base plane is essentially a Boeing Business Jet, which has the 737-700 fuselage with the stronger 737-800 wing to support its extra weight and the BBJ aux fuel tanks
The AEW&C will use a phased-array, Multi-role Electronically Scanned Array (MESA) radar "Top Hat" sensor developed by Northrop Grumman and mounted in a rectangular faring over the rear fuselage. The antenna alone weighs 2860kg and is 10.7m long. However it provides a practical solution for fore and aft coverage while maintaining a low drag profile and allows the system to be installed on the mid-size 737 platform without significant impact on aircraft performance. A 737 airborne early warning plane costs from $150 million to $190 million, compared with about $400 million for the 767 AWACS. The AEW&C carries a mission crew of between 6 and 10 in the forward cabin.
Additional modifications include a new upper lobe section 46 to support the antenna; a new section 41 with a cut-out for an air-to-air refuelling receptacle; and two ventral fins to counter balance the antenna. The aircraft will also have chaff and flare dispensers and approx 60 antenna and sensor apertures. The IDG's will be uprated to 180KVa. DOW is expected to be just over 50,000Kg
Green aircraft arrived at Wichita in December 2002, the first aircraft entered structural modification in March 2003. Flight testing should begin in May 2004 with deliveries to Australia in November 2006 and Turkey in 2007. Boeing expect to sell up to 30 AEW&C's over the next 10 years
Andre
Last edited by 777 on 07 Nov 2003, 14:47, edited 1 time in total.
This included a deflection ski on the nose gear to keep gravel off the underbelly and smaller deflectors on the oversized main gear to prevent damage to the flaps. The underside of the inboard flaps were also reinforced. The under-fuselage aerials were strengthened and the anti-collision light was made to retract. Anti vortex jets were fitted to the engine nacelles, these consisted of a small forward projecting tube blowing bleed air down and forward to break up vortices which could otherwise ingest gravel.
Friday, November 07, 2003 - Page updated at 12:00 A.M.
Air China plans to purchase five Boeing 737 aircraft
SHANGHAI — Chinese flag carrier Air China said yesterday that it would order five 737 aircraft from Boeing, apparently part of a Chinese shopping spree aimed at deflecting U.S. criticism of China's massive bilateral trade surplus.
The order is expected to be firmed up during next month's visit to the United States by Chinese Premier Wen Jiabao. It comes against the backdrop of a Chinese trade surplus expected to top last year's $103 billion.
Deliveries are expected to begin in 2005, Air China spokesman Wang Yongsheng said, declining to reveal pricing or further details.
"We're preparing to order five," Wang said by telephone from company headquarters in Beijing. "They are part of an order to be signed during Wen Jiabao's visit to the United States."
The order would also represent a much-needed win for Boeing in the growing Chinese aviation market — which the company foresees needing 1,900 aircraft over the next two decades — after Airbus signed a 30-plane deal with China in April.
Competing for US Navy contract to replace the P-3
Jack Zerr, the Multi-mission Maritime Aircraft (MMA) programme manager describes the aircraft as "A bit of JSTARS (Joint Surveillance Acquisition Radar System), a little bit of AWACS (Airborne Warning And Control System) and a little bit of MC2A (Multirole Command and Control), but with the added ability to go and kill a submarine."
The MMA will be based on the 737-800, using the longer fuselage to mount sensors and accommodate a weapons bay aft of the wing. The weapons bay may be 3.5m or 4.7m long, depending on internal stores carriage needs. To minimise development costs Boeing is trying to minimise aerodynamic changes from the -800, particularly with the nose cone. It is working with Raytheon to make their APR-137 search radar fit within the outer mould line. High-speed wind-tunnel tests are due in Sept 2002. Up to seven mission consoles and a rotary sonobouy launcher will be fitted in the cabin. Boeings own artists impression (above) shows six underwing hardpoints
Here another version of the B737's technical features:
Short to Medium-Range Jetliner
DESCRIPTION:
With its long-range 707 and medium-range 727 already in service, Boeing turned its attention to a new short-range 737 to complement the fleet. Though the new aircraft used many of the same components as its larger siblings, the 737 was originally intended to carry only 60 to 85 passengers. By the time the design was ready for production, however, that figure had risen to 100 or more. The initial production run consisted of the -100 (100-seat) and the stretched -200 (120-seat) models. Demand for the -100 was weak and production was discontinued after only 30 were built. By the time the last -200 rolled off the assembly line, Boeing had already switched production to the second generation 737 series, the -300 (128-seat), -400 (146-seat), and the -500 (108 seat) models. Compared to the -200, these new aircraft not only featured differing lengths (due to different passenger capacities), but also were equipped with much more efficient engines allowing marked improvements in range. Spurred by the successes of the 737 family, Boeing unveiled the third generation 737s in the 1990s. These included the -600 (108 seat), -700 (146 seat), and -800 (160 seat) models. These new aircraft feature even more fuel efficient and quieter engines as well as larger wings, improved avionics, and lower operating costs. The most recent addition to the family is the -900 model, seating about 180 passengers. Counting all variants, some 3,800 examples of the 737 have been built by 2001 with production still proceeding, making the 737 the best-selling jetliner in history.
Data below for 737-200 Advanced except where noted
Last modified 06 July 2003
HISTORY:
First Flight (737-100) 9 April 1967
(737-200) 8 August 1967
(737-300) February 1984
Service Entry
(737-100) 10 February 1968 (with Lufthansa)
(737-200) 29 April 1968 (with United Airlines)
(737-400) September 1988
(737-500) March 1990
(737-900) May 2001
CREW: 2 or 3 flight crew
PASSENGERS: (737-100) 85 in two classes, 99 in one-class
(737-200) 95 in two classes, 124 in one-class
(737-300) 126 in two classes, 149 in one-class
(737-400) 147 in two classes, 168 in one-class
(737-500) 110 in two classes, 132 in one-class
(737-600) 110 in two classes, 132 in one-class
(737-700) 126 in two classes, 149 in one-class
(737-800) 162 in two classes, 189 in one-class
(737-900) 177 in two classes, 189 in one-class
DIMENSIONS:
Length (737-200) 100.17 ft (30.53 m)
(737-300) 109.58 ft (33.40 m)
(737-700) 110.33 ft (33.63 m)
Wingspan (737-200) 93.0 ft (28.35 m)
(737-300) 94.75 ft (28.88 m)
(737-700) 112.58 ft (34.31 m)
Height (737-200) 37.0 ft (11.28 m)
(737-300) 36.50 ft (11.13 m)
(737-700) 36.50 ft (11.13 m)
Wing Area (737-200) 980 ft2 (91.04 m2)
Canard Area
not applicable
WEIGHTS:
Empty (737-200) 61,050 lb (27,690 kg)
(737-300) 72,360 lb (32,820 kg)
(737-600) 81,360 lb (36,900 kg)
(737-700) 83,790 lb (38,010 kg)
(737-800) 90,560 lb (41,080 kg)
(737-900) 93,610 lb (42,460 kg)
Typical Load unknown
Max Takeoff (737-200) 115,500 lb (52,500 kg)
(737-300) 124,500 lb (56,470 kg)
(737-600) 124,000 lb (56,240 kg)
(737-700) 133,000 lb (60,320 kg)
(737-800) 155,500 lb (70,530 kg)
(737-900) 164,000 lb (74,390 kg)
Fuel Capacity internal:
(737-100) 4,720 gal (17,866 L)
(737-200) 4,780 gal (18,094 L)
(737-300/400/500) 5,311 (20,104 L)
(737-600/700/800/900) 6,875 gal (26,025 L)
external: not applicable
Max Payload
unknown
PROPULSION:
Powerplant (737-100/200) two Pratt & Whitney JT8D turbofans
(737-300/400/500) two CFM International CFM56-3C1 turbofans
(737-600/700/800/900) two CFM International CFM56-7B turbofans
Thrust (737-100/200) 31,000 lb (138 kN)
(737-300/400/500) 40,000 lb (177.94 kN)
(737-600/700/800/900) 48,000 lb (213.52 kN)
PERFORMANCE:
Max Level Speed at altitude: 585 mph (945 km/h) at 23,500 ft (7,165 m)
at sea level: unknown
cruise speed: 575 mph (925 km/h) at 22,600 ft (6,890 m)
Initial Climb Rate unknown
Service Ceiling unknown
Cruise Altitude 30,000 ft (9,145 m)
Range (737-200) 1,860 nm (3,440 km)
(737-300) 2,260 nm (4,180 km)
(737-400) 2,060 nm (3,810 km)
(737-500) 2,380 nm (4,400 km)
(737-600) 3,160 nm (5,840 km)
(737-700) 3,300 nm (6,110 km)
(737-800) 2,930 nm (5,420 km)
(737-900) 2,730 nm (5,050 km)
g-Limits unknown
KNOWN VARIANTS:
737-100 First production model; 30 built
737-200 Stretched model for up to 124 passengers; total of 1,095 built (all -200 models)
737-200C Convertible cargo/passenger model
737-200QC Quick-change passenger/cargo convertible model
T-43 Navigation training aircraft built for US Air Force with passenger cabin replaced by avionics consoles and accomodation for 12 trainees and three instructors; 19 built
Advanced
737-200 Improved 727-200 with new engines and passenger capacity up to 130
Advanced
737-200C/QC Improved cargo models based on Advanced 727-200
Advanced
737-200
Executive Jet Advanced 737-200 specially tailored as luxury business/executive transport
Advanced
737-200
High Gross
Weight Structure Advanced 737-200 with strengthened wing structure, modified landing gear, and additional fuel tank
Advanced
737-200
SLAMMR Maritime patrol and transport model built for Indonesia equipped with side-looking airborne multi-mission radar (SLAMMR); 3 built
737-300 Second generation 737 with longer fuselage for up to 149 passengers and new engines; 1,113 built
737-400 Lengthened 737-300 for up to 168 passengers; 486 built
737-500 Shortened 737-300 for up to 132 passengers; 389 built
737-600 Third generation 737 for up to 132 passengers, replacing -500 model; 38 built by 2001
737-700 Lengthened 737-600 for up to 149 passengers, replacing -300 model; 306 built by 2001
737-800 Lengthened 737-600 for up to 189 passengers, replacing -400 model; 383 built by 2001
737-900 Lengthened 737-600 for up to 189 passengers
