Boeing 737

The Boeing 737 is an American short- to medium-range twinjet narrow-body airliner developed and manufactured by Boeing Commercial
Boeing 737
Airplanes. Originally developed as a shorter, lower-cost twin-engine airliner derived from the 707 and 727, the 737 has developed into a
family of thirteen passenger models with capacities from 85 to 215 passengers. The 737 is Boeing's only narrow-body airliner in
production, with the 737 Next Generation (-700, -800, and -900ER) and the re-engined and updated737 MAX variants.

The 737 was originally envisioned in 1964. The initial 737-100 made its first flight in April 1967, and entered airline service in February
1968 with Lufthansa.[4][5] Next, the lengthened 737-200 entered service in April 1968. In the 1980s Boeing launched the longer 737-300,
-400, and -500 variants (referred to as theBoeing 737 Classic series) featuring CFM56 turbofan engines and wing improvements.

The Boeing 737 Next Generation (NG) was introduced in the 1990s, with a redesigned, increased wing span, upgraded "glass" cockpit, and
new interior. The 737 NG comprises the 737-600,-700, -800, and -900 variants, with lengths ranging from 31.09 to 42.06 m (102 to 138 ft).
Boeing Business Jet versions of the 737 NG are also produced. The 737 was revised again in the 2010s for greater efficiency, with the 737
MAX series featuring CFM LEAP-1B engines and improved winglets. The 737 MAX entered service in 2017 but, after a successful start,
A Boeing 737-200, the first mass-produced 737
was grounded worldwide in March 2019 following two fatal crashes.
model, in operation with South African Airways
The 737 series is the highest-selling commercial jetliner in history.[4] The 737 has been continuously manufactured since 1967; the in 2007
10,000th was rolled out on March 13, 2018, a MAX 8 destined for Southwest Airlines, and over 4,600 orders are pending.[6] Assembly of Role Narrow-body aircraft
the 737 is performed at the Boeing Renton Factory in Renton, Washington. Many 737s serve markets previously filled by 707, 727, 757, National origin United States
DC-9, and MD-80/MD-90 airliners, and the aircraft currently competes primarily with the Airbus A320 family.[7] As of 2006, there were
[8]
Manufacturer Boeing Commercial Airplanes
an average of 1,250 Boeing 737s airborne at any given time, with two either departing or landing somewhere every five seconds.
First flight April 9, 1967
Introduction February 10, 1968, with
Lufthansa
Contents
Status In service
Development
Primary users Southwest Airlines
Background
Production and testing Ryanair
Initial derivatives United Airlines
Improved variants American Airlines
Next-Generation models Produced 1966–present
Replacement or re-engining
Number built 10,478 as of January 2019[1]
Design
Engines Unit cost -100: US$3.7M (1968),[2]
Flight systems $26.7M today
Upgrade packages -200: US$4.0M (1968),[2]
Flight systems $28.8M today
Interior -200: US$5.2M (1972),[3]
Variants $31.1M today
737 Original series
Variants Boeing T-43
737 Classic series
737 Next Generation Developed into Boeing 737 Classic
737 MAX Boeing 737 Next Generation
Boeing Business Jet (BBJ) Boeing 737 MAX
Freighter
Operators
Civilian
Military
Competition
Orders and deliveries
Total production
Accidents and incidents
Aircraft on display
Specifications
See also
References
Citations
Bibliography
External links

Development

Background
Boeing had been studying short-haul jet aircraft designs, and wanted to produce another aircraft to supplement the 727 on short and thin routes.[9] Preliminary design work began on May 11, 1964,[10]
[9][11]
and Boeing's intense market research yielded plans for a 50- to 60-passenger airliner for routes 50 to 1,000 mi (100 to 1,600 km) long.

Initial design featured podded engines on the aft fuselage and a T-tail like the 727, and five-abreast seating, but engineer Joe Sutter instead placed the engines under the wings to lighten the structure,
enabling fuselage widening for six-abreast seating.[12] The 737 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.[12] The launch decision for the $150 million development was made by the board on
February 1, 1965.[12]
Lufthansa became the launch customer on February 19, 1965,[13] with an order for 21 aircraft, worth $67 million[14] in 1965, after the airline received assurances from Boeing that the 737 project would
not be canceled.[15] Consultation with Lufthansa over the previous winter resulted in an increase in capacity to 100 seats.
[13]

On April 5, 1965, Boeing announced an order by United Airlines for 40 737s. United wanted a slightly larger airplane than the original 737, so Boeing
stretched the fuselage 36 in (91 cm) ahead of, and 40 in (102 cm) behind the wing.[16] The longer version was designated 737-200, with the original
short-body aircraft becoming the 737-100.[17]

The prototype 737, a -100 operated
by NASA for testing
nacelle, particularly on the outboard side.
Detailed design work continued on both variants at the same time. Boeing was far behind its competitors when the 737 was launched; rival aircraft BAC-
111, Douglas DC-9, and Fokker F28 were already into flight certification.[14] To expedite development, Boeing used 60% of the structure and systems of
the existing 727, the most notable being the fuselage cross-section. This fuselage permitted six-abreast seating compared to the rival BAC-111 and DC-
9's five-abreast layout.[13]
Design engineers decided to mount the nacelles directly to the underside of the wings to reduce the landing gear length and kept the engines low to the
ground for easy ramp inspection and servicing.[18] Many thickness variations for the engine attachment strut were tested in the wind tunnel and the most
desirable 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

Originally, the span arrangement of the airfoil sections of the 737 wing was planned to be very similar to that of the 707 and 727, but somewhat thicker. A substantial improvement in drag at high Mach
numbers was achieved by altering these sections near the nacelle.[19] The engine chosen was thePratt & Whitney JT8D-1low-bypass ratio turbofan engine, delivering 14,500 lbf (64 kN) thrust.[20] With
the wing-mounted engines, Boeing decided to mount thehorizontal stabilizer on the fuselage rather than theT-tail style of the Boeing 727.[16]

Production and testing

The initial assembly of the Boeing 737 was adjacent to Boeing Field (now officially named King County International Airport) because the factory in
Renton was filled to capacity with the production of the 707 and 727. After 271 of the Boeing 737 aircraft were built, production was moved to Renton in
late 1970.[15][21] A significant portion of fuselage assembly—previously done by Boeing in Wichita, Kansas—is now performed by Spirit AeroSystems,
which purchased some of Boeing's assets in Wichita.[22][23] Key to increasing production efficiencies, the entire fuselage is shipped since the 737 Next
Generation while it was sent in two pieces before.[24]

The fuselage is joined with the wings and landing gear and then moves down the assembly line for the engines, avionics, and interiors. After rolling out
the aircraft, Boeing tests the systems and engines before a plane's maiden flight to Boeing Field, where it is painted and fine-tuned before delivery to the
customer.[25] The first of six -100 prototypes rolled out in December 1966 and made its maiden flight on April 9, 1967, piloted by Brien Wygle and Lew An early-production Boeing 737-100
Wallick.[26] On December 15, 1967, the Federal Aviation Administration certified the 737-100 for commercial flight,[27] issuing Type Certificate of Lufthansa, the type's launch
customer, at Stockholm Arlanda
A16WE.[28] The 737 was the first aircraft to have, as part of its initial certification, approval for Category II approaches,[29] which refers to an precision
Airport, 1968
[30]
instrument approach and landing with a decision height between 98 to 197 feet (30 to 60 m).

Lufthansa received its first aircraft on December 28, 1967. On February 10, 1968, Lufthansa became the first non-American airline to launch a new
Boeing aircraft.[27] Lufthansa was the only significant customer to purchase the 737-100. Only 30 aircraft were produced.
[31]

The 737-200 had its maiden flight on August 8, 1967. It was certified by the FAA on December 21, 1967,[28][32] and the inaugural flight for United was on April 28, 1968, from Chicago to Grand
Rapids, Michigan.[27] The lengthened -200 was widely preferred over the -100 by airlines.
[33]

Sales were low in the early 1970s 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. African
airline orders kept the production running until the 1978 USAirline Deregulation Actwhere demand was better for a six-abreast narrow-body aircraft, particularly re-engined with the CFM56, struggling
at the time.[12]

Initial derivatives
An early-production, retrofitted
United Airlines 737-200 with
deployed thrust reversers
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.[34] 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.[35] The improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft.
Boeing fixed the drag issue by introducing new longer nacelle/wing fairings, and improved the airflow over the flaps and slats. 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.[27] In May 1971, after aircraft #135, all improvements, including more powerful engines and a greater
fuel capacity, were incorporated into the 737-200, giving it a 15% increase in payload and range over the original -200s.[29] This became known as the
[36]
737-200 Advanced, which became the production standard in June 1971.

In 1970, Boeing received only 37 orders. Facing financial dif

ficulties, Boeing considered closing the 737
production-line and selling the design to Japanese aviation companies.[15] After the cancellation of the Boeing Supersonic Transport, and scaling back of
747 production, enough funds were freed up to continue the project.[37] In a bid to increase sales by offering a variety of options, Boeing offered a 737C
(Convertible) model in both -100 and -200 lengths. This model featured a 134 in × 87 in (340 cm × 221 cm) freight door just behind the cockpit, and a
strengthened floor with rollers, which allowed for palletized cargo. A 737QC (Quick Change) version with palletized seating allowed for faster
configuration changes between cargo and passenger flights.[38] With the improved short-field capabilities of the 737, Boeing offered the option on the
[39][40] Until retiring its -200 fleet in 2007, Alaska Airlines used
-200 of the gravel kit, which enables this aircraft to operate on remote, unpaved runways.
this option for some of its combi aircraft rural operations in Alaska.[41] Northern Canadian operators Air Inuit, Air North, Canadian North, First Air and
Nolinor Aviation still operate the gravel kit aircraft in Northern Canada, where gravel runways are common. 737-200 planform

In 1988, the initial production run of the -200 model ended after producing 1,114 aircraft. The last one was delivered to Xiamen Airlines on August 8,
1988.[42][43]

Improved variants
Development began in 1979 for the 737's first major revision. Boeing wanted to increase capacity and range, incorporating improvements to upgrade the aircraft to modern specifications, while also
Farnborough Airshow.[44]
retaining commonality with previous 737 variants. In 1980, preliminary aircraft specifications of the variant, dubbed 737-300, were released at the
 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"[45] air intake.[46][47] Earlier customers for the CFM56 included the
[48]
U.S. Air Force with its program to re-engine KC-135 tankers.

The 737-300 was the first Classic 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
variant several changes for improved aerodynamics. The wingtip was extended 9 in (23 cm), and the wingspan by 1 ft 9 in (53 cm). The leading-edge slats and
trailing-edge flaps were adjusted.[46] 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.[49] The prototype −300, the 1,001st 737
[49] It and two production aircraft flew a nine-month-long certification program.
built, first flew on February 24, 1984 with pilot Jim McRoberts. [50]

In June 1986, Boeing announced the development of the 737-400,[51] which stretched the fuselage a further 10 ft (3.0 m), increasing the passenger load to 188.[52] The -400s first flight was on February
Piedmont Airlines that October.[53]
19, 1988, and, after a seven-month/500-hour flight-testing run, entered service with

The -500 series was offered, due to customer demand, as a modern and direct replacement of the 737-200. It 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 -500 is 1 ft 7 in
(48 cm) longer than the 737-200, accommodating up to 140[52] passengers. Both glass and older-style mechanical cockpits arrangements were
available.[53] Using the CFM56-3 engine also gave a 25% increase infuel efficiency over the older -200s P&W engines.[53]

The 737-500 was launched in 1987 by Southwest Airlines, with an order for 20 aircraft,[54] and flew for the first time on June 30, 1989.[53] A single
[53] and on February 28, 1990,Southwest Airlines received the first delivery.[55]
prototype flew 375 hours for the certification process,

[56]
After the introduction of the −600/700/800/900 series, the −300/400/500 series was called the 737 Classic series.
Transaero 737-400 at takeoff. The
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.[57][58]
stubbier CFM56 engines are
Consequently, in that year carriers retired Classic 737 series aircraft to reduce fuel consumption; replacements consisted of more efficient Next mounted ahead of the wings.
Generation 737s or Airbus A320/A319/A318 series 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 withAirbus A320 jets taken from its Ted subsidiary, which has been shut down.[59][60][61]

Next-Generation models
Prompted by the new Airbus A320, Boeing initiated development of an updated series of aircraft in 1991.[62] After working with potential customers, the 737 Next Generation (NG) program was
announced on November 17, 1993.[63] 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, in essence,
[64]
that of a new aircraft, but important commonality is retained from previous 737 models.

Boeing 737NG fuselage being
transported by rail
10 aircraft; 3 -600s, 4 -700s, and 3 -800s.[63]
The wing was redesigned with a new airfoil section, greater chord, increased wing span by 16 ft (4.9 m) and area by 25%, which increased total fuel
capacity by 30%. New, quieter, more fuel-efficient CFM56-7B engines were used.[65] The wing, engine, and fuel capacity improvements combined
increase the 737's range by 900 nautical miles (1,700 km) to over 3,000 nautical miles (5,600 km),[66] now permitting transcontinental service.[63] With
the increased fuel capacity, higher maximum takeoff weight (MTOW) specifications are offered. The 737NG included redesigned vertical stabilizers, and
winglets were available on most models.[67] The flight deck was upgraded with modern avionics, and passenger cabin improvements similar to those on
the Boeing 777, including more curved surfaces and larger overhead bins than previous-generation 737s. The Next Generation 737 interior was also
adopted on the Boeing 757-300.[68][69]
The first NG to roll out was a -700, on December 8, 1996. This aircraft, the 2,843rd 737 built, first flew on February 9, 1997. The prototype -800 rolled
out on June 30, 1997, and first flew on July 31, 1997. The smallest of the new variants, the -600s, is the same size as the -500. It was the last in this series
to launch, in December 1997. First flying January 22, 1998, it was given certification on August 18, 1998.[63][70] A flight test program was operated by

In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Aéreos, which frequently operates 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. The CFM56-7B Evolution nacelle began testing in August 2009 to be used on the new 737 PIP (Performance
Improvement Package) due to enter service mid-2011. This new improvement is said to shave at least 1% off overall drag and have some weight benefits.
Overall, it is claimed to have a 2% improvement on fuel burn on longer stages.[71] In 2010, new interior options for the 737NG included the 787-style
Boeing Sky Interior.[71]

Boeing delivered the 5,000th 737 to Southwest Airlines on February 13, 2006, the 6,000th 737 to Norwegian Air Shuttle in April 2009, the 8,000th 737
to United Airlines on April 16, 2014.[72] The Airbus A320 family has outsold the 737NG over the past decade,
[73][74][75] although its order totals include
Boeing 737-700 in Air Berlin–Boeing
the A321 and A318, which have also rivaled Boeing's 757 and 717, respectively.[7] The 737NG has also outsold the A320 on an annual basis in past livery, showing blended winglets
years,[76][77][78][79][80] with the next generation series extending the jetliner's run as the most widely sold[81][82][83] and commonly flown airliner family available on the 737 Next Generation
models
since its introduction.[84][85][86][87][88][89] The 10,000th aircraft was ordered in July 2012.[90]

Boeing produces 42 of the type per month in 2015, and expects to increase to 52 per month in 2018.[91] The slow selling 737-600 is no longer being
marketed and was removed from the Boeing website as of 2016 [92]
, its position as the smallest model being taken by the more popular 737-700.

The 737, particularly the737 Next Generation, has been featured in many flight simulation games, includingInfinite Flight and Microsoft Flight Simulator X.

Replacement or re-engining
Since 2006, Boeing has discussed replacing the 737 with a "clean sheet" design (internally named "Boeing Y1") that could follow the Boeing 787 Dreamliner.[93] A decision on this replacement was
postponed, and delayed into 2011.[94] In November 2014, it was reported that Boeing plans to develop a new aircraft to replace the 737 in the 2030 time frame. The airplane is to have a similar fuselage,
but probably made from composite materials similar to the Boeing 787 Dreamliner.[95] Boeing also considers a parallel development along with the 757 replacement, similar to the development of the
757 and 767 in the 1970s.[96]

On July 20, 2011, Boeing announced plans for a new 737 version to be powered by theCFM International LEAP-Xengine, with American Airlines intending to order 100 of these aircraft.[97] On August
30, 2011, Boeing confirmed the launch of the 737new engine variant, called the737 MAX,[98] with new CFM International LEAP-1B engines.[99][100][101]
On September 23, 2015, Boeing announced a collaboration with Commercial Aircraft Corporation of China Ltd. to build a completion and delivery facility for the 737 in China, the first outside the
U.S.[102][103] This facility initially handles interior finishing only, but will subsequently be expanded to include paintwork. The first 737 MAX was delivered from the facility to Air China on December
15, 2018.[104]

Design
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 f,ofor is at low altitude.[105]

As the 737's fuselage design is derived from that of the Boeing 707, it inherited the distinctive 'eyebrow windows' used on the larger airliner, situated just
above the windscreen.

737s are not equipped with fuel dump systems. The original aircraft were too small to require them, and adding a fuel dump system to the later, larger
Boeing 737-700 showing the
variants would have incurred a large weight penalty. Boeing instead demonstrated an "equivalent level of safety". Depending upon the nature of the retracted landing gear and engine
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 nacelles with flattened underside and
and then returned to service if none is found.[106][107] triangular shape

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. The 737 Classic series featured CFM56 turbofan
engines, which yielded significant gains in fuel economy and a reduction in noise over the JT8D engines used on the −100 and −200, but also posed an engineering challenge given the low ground
clearance of the 737. Boeing and engine supplier 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
[46]
bottom) of the engine pod, giving the 737 a distinctive non-circular air intake.

The wing also incorporated changes for improved aerodynamics. The engines' accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock position (from a front/forward
looking aft perspective). This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Because the engine is close to the ground, 737-300s and later models are more prone to
engine foreign object damage (FOD). The improved CFM56-7 turbofan engine on the 737 Next Generation is 7% more fuel-efficient than the previous CFM56-3 in the 737 classics. The newest 737
variants, the 737 MAX family, are to feature CFM International LEAP-1B engines with a 68 inches (1.73 m) fan diameter. These engines are expected to be 10-12% more efficient than the CFM56-7B
engines on the 737 Next Generation family.[108]

737-200 JT8D engine with 737-800 CFM56 engine with 737 MAX 9 CFM LEAP-1B
original cowling design ovoid "hamster pouch"[45] engine with 787-derived
inlet engine chevrons

Flight systems
The primary flight controlsare intrinsically safe. In the event of total hydraulic system failure or double engine failure, they will automatically and seamlessly revert to control servo
via 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. For the 737
[109]
Next Generation, a six-screen LCDglass cockpit with modern avionics was implemented while retaining crew commonality with previous generation 737.

Most 737 cockpits were delivered with "eyebrow windows" positioned above the main glareshield, which were a feature of the original 707 and 727[110] to allow for better crew visibility.[111] Contrary
to popular belief, these windows were not intended for celestial navigation[112] (only the military T-43A had a sextant port for star navigation, which the civilian models lacked[113] ). With modern
avionics, the windows became redundant, and many pilots actually placed newspapers or other objects in them to block out sun glare. They were eliminated from the 737 cockpit design in 2004,
although they are still installed on customer request.[114] The eyebrow windows are sometimes removed and plugged, usually during maintenance overhauls, and can be distinguished by the metal plug
[114]
which differs from the smooth metal in later aircraft that were not originally fitted with the windows.

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

cockpit

Upgrade packages

Winglets
The 737 has four different winglet types: 737-200 Mini-winglet, 737 Classic/NG Blended Winglet, 737 Split Scimitar Winglet, and 737 MAX Advanced Technology Winglet.[114] The 737-200 Mini-
[114]
winglets are part of the Quiet Wing Corp modification kit that received certification in 2005.

Blended winglets are in production on 737 NG aircraft 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
[115][116]
help to reduce fuel burn (by reducingvortex drag), engine wear, and takeoff noise. Overall fuel efficiency improvement is up to five percent through the reduction of lift-induced drag.

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.[117] Split Scimitar winglets were developed by Aviation
Partners Inc. (API), 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.[118] 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.[119]

737 Blended Winglet on an 737 Split Scimitar Winglet on 737 MAX Advanced
Air Berlin Next Generation an Aeromexico Next Technology Winglet
737 Generation 737

Flight systems

Carbon brakes
As of July 2008 the 737 features carbon brakes manufactured by Messier-Bugatti. These new brakes, now certified by the Federal Aviation Administration, weigh 550–700 lb (250–320 kg) less than the
steel brakes normally fitted to the Next-Gen 737s (weight savings depend on whether standard or high-capacity brakes are fitted).[120] A weight reduction of 700 pounds on a Boeing 737-800 results in
0.5% reduction in fuel burn.[121]

Short-field design package

A short-field design package is available for the 737-600, -700, and -800, allowing operators to fly increased payload to and from airports with runways under 5,000 feet (1,500 m). The package consists
of sealed leading edge slats (improved lift), a two-position tail skid (enabling greater protection against tail strikes that may be caused by the lower landing speeds), and increased flight spoiler deflection
[122]
on the ground. These improvements are standard on the 737-900ER.

Interior
The 737 interior arrangement has changed in successive generations. The original 737 interior was restyled for the 737 Classic models using 757 designs, while 777 architecture was used for the debut of
the Next Generation 737. Designed using Boeing's new cabin concepts, the latest Sky Interior features sculpted sidewalls and redesigned window housings, along with increased headroom and LED
mood lighting.[71][123] Larger pivot-bins similar to those on the 777 and 787 have more luggage space than prior designs.[123] The Sky Interior is also designed to improve cabin noise levels by 2–4
dB.[71] The first 737 equipped with the Boeing Sky Interior was delivered to Flydubai in late 2010.[71] Continental Airlines,[124][125] Alaska Airlines,[126] Malaysia Airlines,[127] and TUIFly have also
received Sky Interior-equipped 737s.[128]

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

Variants
The 737 models can be divided into four generations, including thirteen major variants. The "Original" models consist of the 737-100, 737-200/-200 Advanced. The "Classic" models consist of the 737-
300, 737-400, and 737-500. The "Next Generation" variants consist of the 737-600, 737-700/-700ER, 737-800, and 737-900/-900ER. Of these variants, many feature additional versions such as the T-43,
which was a modified Boeing 737-200 used by the United States Air Force (USAF). The fourth generation derivative "MAX" variants consist of the 737-MAX-7, 737-MAX-8, and 737-MAX-9 which
will replace the -700, -800 and -900/900ER versions, respectively
. A fourth MAX variant, the 737-MAX-10 is currently under development and is the lar
gest 737 to date.

737 Original series

737-100
The initial model was the 737-100. It was launched in February 1965. The -100 was rolled out on January 17, 1967, had its first flight on April 9, 1967
and entered service with Lufthansa in February 1968. The aircraft is the smallest variant of the 737. A total of 30 737-100s were ordered and delivered;
the final commercial delivery took place on October 31, 1969 to Malaysia–Singapore Airlines. No 737-100s remain in commercial service. The original
Boeing prototype, last operated byNASA and retired more than 30 years after its maiden flight, is on exhibit in theMuseum of Flight in Seattle.[63]

Lufthansa 737-100
737-200
The 737-200 is a 737-100 with an extended fuselage, launched by an order from United Airlines in 1965. The -200 was rolled out on June 29, 1967, and
entered service with United in April 1968. The 737-200 Advanced is an improved version of the -200, introduced into service by All Nippon Airways on May 20, 1971.[129] The -200 Advanced has
improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity, and longer range than the -100.[130] Boeing also provided the 737-200C (Cargo), 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][64]

With a gravel kit modification the 737-200 can use unimproved or unpaved landing strips, such as gravel runways, that other similarly-sized jet aircraft cannot. Gravel-kitted 737-200 Combis are
currently used by Canadian North, First Air, Air Inuit, Nolinor and Air North in northern Canada. For many years, Alaska Airlines made use of gravel-kitted 737-200s to serve Alaska's many
unimproved runways across the state.[131]

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.[132]
 Many 737-200s have been phased out or replaced by newer 737 versions. 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.[133] The variant still sees regular service through North American
charter operators such asSierra Pacific.[134]

[134]
In July 2018, there were a combined 58 Boeing 737-200s in service, mostly with "second and third tier" airlines, and those of developing nations.

737 Classic series

Britannia Airways 737-200 Advanced The Boeing 737 Classic is the name given to the -300/-400/-500 series of the Boeing 737 after the
introduction of the -600/700/800/900 series. The Classic series was originally introduced as the 'new
generation' of the 737.[135] Produced from 1984 to 2000, 1,988 aircraft were delivered.
[55]

737 Next Generation

By the early 1990s, it became clear that the new Airbus A320 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, Boeing's board of directors authorized the Next Generation program to replace the
737-300, the midsize 737 Classic
737 Classic series. The -600, -700, -800, and -900 series were planned.[136] After engineering trade studies and discussions with major 737 customers,
Boeing proceeded to launch the 737 Next Generation series in late 1993, with 6,996 built as of January .[1]
2019 Variants include the P-8 Poseidon.

737 MAX
The Boeing 737 MAX is the fourth generation of the 737, succeeding the Boeing 737 Next Generation(NG). After Airbus launched the Airbus A320neo
family in December 2010, achieving 1,029 orders by June 2011 and breaking Boeing's monopoly with American Airlines with an order for 130
A320neos that July,[137] Boeing launched the 737 MAX program on August 30, 2011.[138] The first flight was on January 29, 2016.[139] It gained FAA
certification on March 8, 2017.[140] The first delivery was a MAX -8 on May 6, 2017 to Malindo Air,[141] which put it into service on May 22,
2017.[142]
Delta Air Lines Boeing 737-800
The 737 MAX is based on earlier 737 designs. The MAX is re-engined with more efficient CFM International LEAP-1B powerplants, aerodynamic
improvements (most notably split-tip winglets), and airframe modifications. The 737 MAX series is offered in four lengths, typically offering 138 to 230
seats and a 3,215 to 3,825 nmi (5,954 to 7,084 km) range. The 737 MAX 7, MAX 8, and MAX 9 replace, respectively, the 737-700, -800, and -900.
Additional length is offered with the further stretched 737 MAX 10. As of January 2019, the Boeing 737 MAX has received 5,011 firm orders.[1]

[143]
In March 2019, the 737 MAX wasgrounded worldwide after two fatal crashes within a five–month period.

Boeing Business Jet (BBJ)

The Boeing Business Jet is a customized version of the 737. Plans for a business jet version of the 737
WestJet Boeing 737 MAX 8
are not new. 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 (through the use of extra fuel tanks) over the other 737 models. 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
BBJ cabin 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 2m) 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]

Freighter
Boeing is studying plans to offer passenger to freighter conversion for the 737-800. Boeing has signed an agreement with Chinese YTO Airlines to provide the airline with 737-800 Boeing Converted
Freighters (BCFs) pending a planned program launch.[148] In 2016, Boeing officially launched the 737-800BCF program, converting old passenger jets to dedicated freighters.[149] The first aircraft was
delivered in 2018 to GECAS, which is leased toWest Atlantic.[150]

Operators
In March 2018, the 10,000th 737 was rolled out as over 4,600 orders are pending.[6] The 737 is operated by more than 500 airlines, flying to 1,200
destinations in 190 countries: over 4,500 are in service and at any given time there are on average 1,250 airborne worldwide. On average, somewhere in
the world, a 737 took off or landed every five seconds in 2006.[8] Since entering service in 1968, the 737 has carried over 12 billion passengers over 74
billion miles (120 billion km; 65 billion nm), and has accumulated more than 296 million hours in the air. The 737 represents more than 25% of the
worldwide fleet of large commercial jet airliners.[8][151]

Civilian
[134]
As of July 2018, 58 Boeing 737-200 aircraft were in civilian service. Qantas (Jetconnect) Boeing 737-400
landing at Melbourne Airport

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

Argentina
Australia
Brazil
Chile
 China
Colombia
Democratic Republic of the Congo
India
Indonesia
Iran
Kazakhstan
Malaysia
Mexico
A United States Navy C-40A, a
Mongolia variant of the 737-700C
Nigeria
Pakistan
Peru
South Africa
Saudi Arabia
South Korea
Taiwan (Republic of China)
Thailand
Turkey
United States A PLAAF 737 electronic signals
intelligence (ELINT) version

Competition
The Boeing 737 Classics and the Boeing 737 Next Generation have faced main challenges from the Airbus A320 family introduced in 1988, which was developed to compete also with the McDonnell
Douglas MD-80/90 series and theBoeing 717 (formerly named McDonnell Douglas MD-95).

[1] with over 8,900 of those deliveries since March 1, 1988,

Boeing has delivered over 10,478 aircraft of the 737 family since late 1967, [153] and has a further 4,754 on firm order as of January 2019.[1] In

).[154]
comparison, Airbus has delivered 8,638 A320 series aircraft since their certification/first delivery in early 1988, with another 6,023 on firm order (as of January 2019

Orders and deliveries

Total production
.[1]
In total, 10,533 units of the Boeing 737 have been delivered as of March 31, 2019

737 deliveries per year, 1967-2018

Total Orders Total Deliveries Unfilled 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007

15,236 10,533 4,703 89 580 529 490 495 485 440 415 372 376 372 290 330

Year 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988

Deliveries 302 212 202 173 223 299 282 320 282 135 76 89 121 152 218 215 174 146 165

Year 1986 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968

Deliveries 141 115 67 82 95 108 92 77 40 25 41 51 55 23 22 29 37 114 105

Units by generation
As of March 2019, 15,236 units of the Boeing 737 have been ordered, with 4,703 units to be delivered.[1] Units built by model type for 737 Original, Classic, Next Generation, and Boeing Business Jet
families are as follows:
 Generation Model series ICAO code[155] Orders Deliveries Unfilled orders First flight

737-100 B731 30 30 — April 9, 1967

737-200 991 991 — August 8, 1967

737 Original
737-200C B732 104 104 — September 18, 1968

737-T43A 19 19 — March 10, 1973

737-300 B733 1,113 1,113 — February 24, 1984

737 Classic 737-400 B734 486 486 — February 19, 1988

737-500 B735 389 389 — June 30, 1989

737-600 B736 69 69 — January 22, 1998

737-700 1,128 1,128 — February 9, 1997

737-700C B737 22 20 2 April 14, 2000[156]

737-700W 14 14 — May 20, 2004[157]

737 Next Generation
737-800 4,991 4,974 17 July 31, 1997
B738
737-800A 157 113 44 April 25, 2009[158]

737-900 52 52 — August 3, 2000

B739
737-900ER 505 496 9 September 1, 2006

737-BBJ1 (-700) B737 124 120 4 September 4, 1998

737 Boeing Business Jet 737-BBJ2 (-800) B738 23 21 2 N/A

737-BBJ3 (-900) B739 7 7 — N/A

737 MAX 737 MAX (-7,-8,-9,-10) B37M / B38M / B39M / 5,012 387 4,625 January 29, 2016[159]

[1]
Orders and deliveries data from Boeing through March 31, 2019

Accidents and incidents

As of October 2015, a total of 368 aviation accidents and incidents involving all 737 aircraft had occurred,[160] including 184 hull loss accidents resulting in a total of 4,862 fatalities.[161] The 737 has
also been in 111 hijackings involving 325 fatalities.[162]

An analysis by Boeing on commercial jet airplane accidents in the period 1959–2013 showed that the original series had a hull loss rate of 1.75 per million departures versus 0.54 for the classic series
and 0.27 for the Next Generation series.[163]

Aircraft on display
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 theMuseum of Flight in

Seattle, Washington. It was the first 737 built and is painted in NASA markings.[164]

19047/14: 737-222 registered N9009U preserved bySouthern Illinois University

Carbondale at Southern Illinois Airport.[165]
20213/160: 737-201 registered N213US forward fuselage on static display at the
Museum of Flight in Seattle, Washington in USAir livery.[166]
20561/292: 737-281 registered LV-WTX on static display at theNational Museum of US Airways 737-200
Aeronautics in Morón, Buenos Aires.[167] Pacific Western Airlines Southwest Airlines 737- N213US fuselage section
20562/293: 737-281 registered CC-CSK fuselage preserved at Motel Bahía in Concón, 737-200 C-GIPW, since 300 N300SW at the on display at the Museum
Chile.[168][169] moved to the Alberta Frontiers of Flight Museum of Flight
21262/470: 737-2H4 registered C-GWJT on static display at theBritish Columbia Flying Heritage Museum
Institute of Technology Aerospace Technology Campus in Richmond, British Columbia.
It is used for ground instructional training. The aircraft was donated byWestJet and
bears its livery.[170][171]
21340/499: 737-2H4 registered N29SW on static display at theKansas Aviation Museum in Wichita, Kansas. It was formerly operated byRyan International Airlinesand prior to
that Southwest Airlines.[172][173]
Alberta Flying Heritage Museumin Villeneuve, Alberta. Painted in Pacific Western Airlines livery.[174]
21712/557: 737-275 registered C-GIPW preserved in operational condition at
22578/767: 737-290C registered N740AS on static display at theAlaska Aviation Heritage Museumin Anchorage, Alaska. It was formerly operated byAlaska Airlines.[175]
22826/878: 737-2H4 registered YV1361 preserved at a hotel inSantiago, Chile. It was formerly operated byAvior Airlines.[176]
23059/980: 737-2Z6 registered 22-222 on static display at theRoyal Thai Air Force Museumin Bangkok.[177][178]
22940/1037: 737-3H4 registered N300SW on static display at theFrontiers of Flight Museumin Dallas, Texas. It was the first such aircraft delivered toSouthwest Airlines in
November 1984.[179]
23257/1124: 737-301 registered PK-AWU on static display at ITE College Central in Singapore.[180]
23472/1194: 737-219 registered ZS-SMD on static display at theSouth African Airways Museumin Germiston, Gauteng.[181]
23660/1294: 737-377 registered G-CELS on static display at Norwich Airport (UK) as anviation
A Academy trainer. It is painted in the silver & redJet2.com colour scheme, without
the logo branding.[182]
27286/2528: 737-3Q8 registered N759BA on static display at thePima Air & Space Museumin Tucson, Arizona. It is painted in China Southern Airlinesmarkings, and was
previously operated by the airline as B-2921.[183]

Specifications
 A comparison of the different 737 variants

Boeing 737 Characteristics[184]

Variant 737-100 737-200 737-300/-400/-500 737-600/-700/-800/-900 737 MAX-7/8/9/10[185][186]

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 124 136 149/188/145 149/149/189/220 172/210/220/230
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)
112 ft 7 in (34.32 m)
Span 93 ft (28 m) 94 ft 9 in (28.88 m) 117 ft 10 in (35.92 m)
winglets: 117 ft 5 in (35.79 m)

Wing[187] 979.9 sq ft (91.04 m2), 25° sweep 1,341.2 sq ft (124.60 m2) 1,370 sq ft (127 m2)[188]
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)
882–1,373 cu ft 720–1,826 cu ft 1,543–1,814 cu ft
Cargo 650 cu ft (18 m3) 875 cu ft (24.8 m3)
25.0–38.9 m3 20.4–51.7 m3 43.7–51.4 m3
133,500–150,000 lb 144,500–187,700 lb 177,000–194,700 lb
MTOW 110,000 lb (50,000 kg) 128,100 lb (58,100 kg)
60,600–68,000 kg 65,500–85,100 kg 80,300–88,300 kg

70,440–76,760 lb 80,200–98,495 lb MAX 8: 99,360 lb

OEW 62,000 lb (28,000 kg) 65,300 lb (29,600 kg)
31,950–34,820 kg 36,378–44,677 kg 45,070 kg[189]
5,311USgal 6,875-7,837 US gal 6,853 US gal
Fuel capacity 4,720US gal / 17,865L 5,970US gal / 22,596L[a]
20,100L 26,022-29,666 L 25,941 L

Speed [188]
Mach 0.745–Mach 0.82 (430–473 kn; 796–876 km/h) Cruise—MMO Mach 0.785 (453 kn; 838 km/h) Cruise

7,500–8,690 ft 6,161–7,598 ft
Takeoff[b] 6,099 ft (1,859 m)[187]
2,290–2,650 m[190] 1,878–2,316 m[187]
2,060–2,375 nmi 2,935–3,010 nmi 3,300–3,850 nmi
Range 1,540 nmi (2,850 km)[191] 2,600 nmi (4,800 km)[c][192]
3,815–4,398 km[190] 5,436–5,575 km[193] 6,110–7,130 km

Ceiling[188] 37,000 ft (11,300 m) 41,000 ft (12,500 m)

Engines (×2) Pratt & Whitney JT8D-7/-9/-5/-17 CFM56-3 series CFM56-7 series CFM LEAP-1B
14,500–16,400 lbf 20,000–23,500 lbf 20,000–27,000 lbf
Thrust (×2) 14,000 lbf (62 kN)[191] up to 29,300 lbf (130 kN)
64–73 kN[192] 89–105 kN 89–120 kN

a. With 810 gal/3,065 L auxiliary fuel tank

b. MTOW, Sea Level, International Standard Atmosphere
c. 120 passengers

See also
Boeing 737 rudder issues
Related development

Boeing 737 AEW&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 Dassault Mercure McDonnell Douglas MD-80 Tupolev Tu-204

Airbus A320 family Embraer 195 McDonnell Douglas MD-90 Yakovlev Yak-42D
Boeing 717 Irkut MC-21 Sukhoi Superjet 100
Comac C919 McDonnell Douglas DC-9 Tupolev Tu-154M

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Bibliography
Anderson, David F.; Eberhardt, Scott (2009).Understanding Flight. Chicago: McGraw Hill Professional.ISBN 978-0-07-162696-5.
Brady, Chris (2017). The Boeing 737 Technical Guide. Kingsley, Frodsham, Cheshire, UK: Tech Pilot Services Ltd.ISBN 978-1-4475-3273-6.
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Endres, Günter (2001).The Illustrated Directory of Modern Commercial Aircraft
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Redding, Robert; Yenne, Bills (1997). Boeing: Planemaker to the World. Berkeley, Cal.: Thunder Bay Pres.ISBN 978-1-57145-045-6.
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Shaw, Robbie (1995). Boeing Jetliners. London: Osprey Aerospace.ISBN 978-1-85532-528-9.
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External links
737 page on Boeing.com
The 737 Story on FlightInternational.com
"737-200" (PDF). Boeing. 2007.

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