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Boeing 737 Next Generation
The Boeing 737 Next Generation is the name given to the -600/-700/-800/-900/Business Jet series of the Boeing 737 after the introduction of the -300/-400/-500 Classic series. They are American short to medium range, single aisle, narrow body jet airliners. Produced since 1996, over 2,500 aircraft have been delivered as of 2008.[1]
Design and developmentPrompted by the modern Airbus A320, in 1991 Boeing initiated development of an updated series of aircraft.[2] After working with potential customers, the 737 Next Generation (NG) program was announced on 17 November 1993.[3] The 737NG encompasses the -600, -700, -800 and -900, and is to date the most significant upgrade of the airframe. The performance of the 737NG is essentially that of a new airplane, but important commonality is retained from previous 737. The wing was modified, increasing its area by 25% and span by 16 ft (4.88 m), which increased the total fuel capacity by 30%. New quieter more fuel-efficient CFM56-7B engines were used.[4] All three improvements combined increases the 737s range by 900 nmi, now permitting transcontinental service.[3] A flight test program was operated by 10 aircraft; 3 -600s, 4 -700s, and 3 -800s.[3] The first NG to roll out was a -700, on 8 December 1996. This aircraft, the 2,843rd 737 built, first flew on 9 February 1997 with pilots Mike Hewett and Ken Higgins. The prototype -800 rolled out on 30 June 1997 and first flew on 31 July 1997, again with Hewett and Jim McRoberts. The smallest of the new variants, the -600s is the same size as the -500, was the last in this series to launch, in December 1997. First flying 22 January 1998, it was given certification on 18 August 1998.[3][5] In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Aéreos, who frequently operate from restricted airports. The enhancements improve takeoff and landing performance. The optional package is available for the 737NG models and standard equipment for the 737-900ER. In July 2008, Boeing offered Messier-Bugatti's new carbon brakes for the Next-Gen 737s, which are intended to replace steel brakes and will reduce the weight of the brake package by 550-700 pounds (250-320 kilograms) depending on whether standard or high-capacity steel brakes were fitted. A weight reduction of 700 pounds on a Boeing 737-800 results in 0.5% reduction in fuel burn.[6] Delta Airlines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008.[7] On 21 August 2006, Sky News alleged that Boeing's Next Generation 737s built from 1994 to 2002 contained defective parts. The report stated that various parts of the airframe produced by Ducommun were found to be defective by Boeing employees but that Boeing refused to take action. Boeing said that the allegations were "without merit".[8] Boeing has already hinted that a "clean sheet" replacement for the 737 (internally dubbed "Boeing Y1") could follow the Boeing 787.[9] Variants737-600
A Scandinavian Airlines System 737-600 
A TAROM 737-700 The 737-600 is the direct replacement of the 737-500 and competes with the A318. This is the only Boeing 737 still in production that does not include winglets as an option.[10] The 737-600 was launched by Scandinavian Airlines System in 1995 with the first aircraft delivered on 18 September 1998. A total of 69 aircraft have been delivered with no further announced unfilled orders as of December 2007. 737-700The 737-700 was the first of Next Generation series when launch customer Southwest Airlines ordered the variant in November 1993. The variant was based on the 737-300 and entered service in 1998.[11] It replaced the 737-300 in Boeing's lineup, and its direct competitor is the A319. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. The 737-700C is a convertible version where the seats can be removed from the plane to carry cargo. There is a large door on the left side of the aircraft. The US Navy was the launch customer for the 737-700C.[12] Boeing launched the 737-700ER on 31 January 2006.[13] All Nippon Airways is the launch customer, with the first one delivered on 16 February 2007. The 737-700ER is a mainline passenger version of the BBJ1 and 737-700IGW. It combines the 737-700 fuselage with the wings and landing gear of a 737-800. It will offer a range of 5,510 nautical miles (10,205 kilometers), with seating for 126 passengers in a 2-class configuration. A competitor to this model would be the A319LR. The 700ER has the second longest range for a 737 after the BBJ2. It is able to fly transatlantic services such as FlyGlobespan services from Glasgow to Boston and Toronto All Nippon Airways, Japan?s second-biggest carrier, is to pioneer the model in Asia with a daily service between Tokyo and Mumbai. ANA?s service, believed to be the first all-business class route connecting to a developing country, was to start in September 2007 and use a Boeing 737-700ER outfitted with 36 seats and an extra fuel tank.[14] The C-40A Clipper is a 737-700C used by the U.S. Navy as a replacement for the C-9B Skytrain II. The C-40B and C-40C are used by the US Air Force for transport of Generals and other senior leaders. 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. 737-800
A Ryanair 737-800 The 737-800 is a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by Boeing's discontinuation of the McDonnell Douglas MD-80 and MD-90 after Boeing's merger with McDonnell Douglas. The -800 was launched by Hapag-Lloyd Flug (now TUIfly) in 1994 and entered service in 1998. The 737-800 seats 162 passengers in a two class layout, or 189 in one class, and competes with the A320. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets. The 737-800 is also among the models replacing the McDonnell Douglas MD-80 and MD-90 series aircraft in airline service; it burns 850 gallons of jet fuel per hour, or about 80% of the fuel needed by an MD-80 on a comparable flight, even while carrying more passengers than the latter.[15] According to the Airline Monitor, an industry publication, a 737-800 burns 4.88 gallons of fuel per seat per hour.[16]Alaska Airlines is replacing the MD-80 with the 737-800 on its Los Angeles to Seattle flights, saving $2,000 per flight, assuming jet fuel prices of $4 per gallon. The fuel cost of each such flight (2008 prices) on a 737-800 is about $8,500.00. For example, on August 14, 2008, American Airlines announced 26 orders for the 737-800 (20 are exercised options from previously signed contracts) and six are new incremental orders) as well as accelerated deliveries.[17] This brings the total number of -800s ordered by American to 76, with deliveries to be completed by 2010.[18] The P-8 Poseidon is a 737-800ERX ("Extended Range") that, on 14 June 2004, Boeing's Integrated Defense Systems division beat Lockheed Martin in the contest to replace the P-3 Orion maritime patrol aircraft. Eventual orders may exceed 100 from the US Navy. The P-8 is unique in that it has 767-400ER-style raked wingtips, instead of the blended winglets available on other 737NG variants. 737-900
An Alaska Airlines 737-900 Alaska Airlines launched the 737-900 in 1997 and accepted delivery on 15 May 2001. There are no announced orders that have not been delivered yet. A total of 52 aircraft have been delivered. The 737-900ER, which was called the 737-900X prior to launch, is the newest addition and the largest variant of the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321. An additional pair of exit doors and a flat rear pressure bulkhead increase seating capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve range to that of other 737NG variants. The first 737-900ER was rolled out of the Renton, Washington factory on 8 August 2006 for its launch customer, Lion Air. Lion Air received this aircraft on 27 April 2007 in a special dual paint scheme combining the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage. Boeing Business JetPlans for a business jet version of the 737 are not new. In the late 1980s, Boeing marketed the Boeing 77-33 jet, a business jet version of the 737-300.[19] 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 has increased range (through the use of extra fuel tanks) over the other 737 models. The first BBJ rolled out on 11 August 1998 and flew for the first time on 4 September.[20] On 11 October 1999 Boeing launched the BBJ2. Based on the 737-800, it is 5.84 m (19 ft 2 in) 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 28 February 2001.[20] OperatorsSpecifications
Sources: Boeing 737 Specifications,[21] 737 Airport Planning Report[22] Accidents and incidentsAccidents and incidents involving the 737 Next Generation include:
See AlsoReferences
External links
Source: Wikipedia | The above article is available under the GNU FDL. | Edit this article
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