Boeing - 737-800
The 737-800 is the replacement for the 737-400 in the Boeing Product line and has a 5.44m longer fuselage. Like all Next Generation 737s the 737-800 has the attributes which first appeared with the 737-700.
In comparison with the 737-700 the 737-800 has two fuselage plugs one forward of the wing of 3m and 2.84m aft, the engines used are of the CFM56-7B24 variant which produces 15 per cent more thrust. There are two additional emergency exits, and a tailskid is fitted to ameliorate damage in the event of over rotation during take off.
The wing of the 737-800 differs from the 737-700 in that it is heavier and stronger as a result of using thicker gauge metal for the wing centre section, stringers and skins.
The wheels, brakes and landing gear are all modified to handle the heavier weight and as a result the wing is also used by heavier 737-700 variants and derivatives such as the 737-700ER, 700C and BBJ. The 737-800 was the first 737 variant to fly with winglets which bestow a number of benefits from reduced thrust requirements in areas of the flight envelope; including reductions in fuel burn, emissions, noise footprint and engine maintenance costs. Winglets are available as a retro-fit or on new aircraft.
The 737-800 was launched on September 5 1994 with an order for 16 and 8 options from German carrier Hapag-Lloyd who accepted their first aircraft on April 22 1998.
Until the arrival of the 737-700ER and excluding BBJs the 737-800 had the longest range of any of the 737 family and on September 1 1999 the 737 Next Generation family were certified for 180 minute ETOPS operation, which allowed operators such as Aloha Airlines to operate routes such as Honolulu to Oakland.
A month later Boeing launched the BBJ2 a modified version of the 737-800.
In February 2000 the winglets were offered on the 737-800, and the first aircraft fitted with them entered commercial service with Hapag-Lloyd on May 8 2001.
The 737-800 serves as the basis of the US Navy’s P8 MMA and in June 2004 Boeing was awarded a contract for 5 aircraft, with an anticipated final requirement for 108 aircraft. The 737-800 became available from June 2006 with the option of short field performance enhancements designed to meet the requirements of Brazilian carrier GOL. The modification includes increasing the flight spoilers extension to 60 degrees, modifications to slats to produce more lift on take off, a two position tailskid to allow a greater AOA and FMS/FMC modifications. These modifications allow the 737-800 to operate from 1465m runways. By November 2006 Boeing had delivered 1,942 737-800s with 877 orders remaining and a further 806 aircraft on option.
The 737-800 at that time was in service with 86 operators worldwide with production expected to continue until at least 2012.
Lloyd Dunning-Mitchell
