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Aviation History
2003
2003 - 2388.PDF
Directory: world airliners BOEING 737 NEXT GENERATION F Length (m) Wlngspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) -600 31.2 34.31 12.5 125 3.54 56,250 65090 54,660 37,100 51,480 14,380 Powerplant 2x 18,500-22,690lb 2 CFMI CFM56 -7B18/20/22 Standard fuel capacity (I) Normal operating speed (Mach) Max cruising altitude (ft) 26,025 0.785 41,000 Landing field length (m, sea level/ISA) 1,340 Accommodation (1-class) Accommodation (2-class) 132 108 Design range with pax 5,650km/110 -700 33.6 34.31 12.5 125 3.54 60,330 70,000 58,060 38,145 54,660 16,505 x20,500-24,170lb 2 CFMI CFM56 -7B20/22/24 26,025 0.785 41,000 1,415 171 146 6,040km/126 -800 39.5 34.31 12.5 125 3.54 78,240 79,000 65,320 41,145 61,690 20,540 x24,170-26,290lb 2 CFMI CFM56 -7B24/26 26,025 0.785 41,000 1,634 189 160 5.440km/162 -900 42.1 34.31 12.5 125 3.54 78,240 79,000 66,360 42,490 62,730 20,240 x24,170-26,290lb CFMI CFM56 -7B24/26/27 26,035 0.785 41,000 1,704 189 177 5,080km/177 Boeing is seeking a launch customer for the planned longer-range -900X version, which can seat up to 220 passengers if airlines opt for an extra pair of Type I doors aft of the wing. MTOW is increased to 83,700kg, and the aircraft has reinforced landing- gear legs, wingbox and keel beam structure. It emerged earlier this year that Boeing is study ing a radical flattened aft pressure bulkhead design which could increase the -900X's two-class seating capacity by three seats to 204. Switching to a flat or "square" bulkhead would add an extra fuselage frame of interior space in which to rearrange galley and lavatory fixtures to provide room for more seats in the cabin. Boeing had hoped to launch the new variant by mid-2003, but talks with potential -900X launch customers are ongoing. The first aircraft could fly around 18 months from launch, and enter service around nine months later. A passenger/cargo convertible 737-700C with a 3.4 x 2.1 m side cargo-door has been developed for the US military and entered service in 2002. Saudi Aramco, based in Dharan, Saudi Arabia, is the first civil operator of the 737-700QC. A freighter version of the -900 is also being studied. A dedicated business jet version of the 737-700 was launched by a Boeing/GE joint venture called Boeing Business Jets. The baseline BBJ1 was joined by the larger BBJ2 version, which uses the -800 fuselage, in 2001. Boeing Business Jets is considering a long-range shuttle version of the 737- 700 to compete with the Airbus A319 Long Range in any future business-class airliner competitions. The A319LR beat the BBJ to a deal from the formerly all-Boeing operator PrivatAir, which needed an air liner-class business jet to operate Lufthansa business class-only transatlantic routes. The Aviation Partners Boeing version of the BBJ would based on the standard 737-700 and configured with business-class seating, but without the BBJ's "bells and whistles" such as dual head-up displays and airstairs. It will also have fewer auxiliary fuel tanks. The APB joint venture provides winglets for both BBJs and commercially operated 737NGs. They were certificated on the BBJ in September 2000 and received approval on commercially operated 737-800s in early 2001, with Hapag-Lloyd the first airline to fly a winglet-equipped 737-800. Winglets are offered both on new build 737-800s and for retrofit and are also available on the -700. APB con tinues to assess the applicability of winglets on the 737-600 and-900. US low-fares carrier Southwest Airlines con cluded a major order this year to install blended winglets on its 133 in-service 737-700s, as well as to a further 36 aircraft still to be delivered. The FAA is implementing a requirement for a fleet-wide replacement of the 737's rudder system, with the redesign made mandatory for future 737s coming off Boeing's production line (see 737- 1001200 entry). Boeing has been shipping wiring kits for the 737NG since July 2002, while deliveries of hardware retrofits began in 2003, as did production deliveries of 737NGs with the new rudder system. The 737NG is the platform for several surveillance aircraft, including the BBJ-based airborne early warn ing and control (AEW&C) version (ordered by Australia and Turkey), and the proposed US Navy Multi-mission Maritime Aircraft (-700 or -800). Production The 737NG models are built at Boeing's Renton plant near Seattle, Washington. Boeing delivered 223 737s last year. Output has averaged around 14 aircraft a month this year. Ordered: 2,176 (72 -600s, 904 -700s, 1,064 -800s, 52 -900s, 84 BBJ1/BBJ2S) Delivered: 1,373 (50 -600s, 484 -700s, 725 -800s, 38 -900s, 76 BBJ1/BBJ2S) CLASSIC FA ' Length(m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Option Operating empty weight I Max zero fuel weight (kg) Max payload (kg) Powerplant Standard fuel capacity (I) Normal operating speed Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m)* Landing field length (m)* Accommodation (1-class Accommodation (2-class Accommodation (3-class Design range Option with pax Note *sea level/ISA -200B 68.6 59.64 19.6 511 6.13 351,535 378,200 255,825 286,000 kg) 171,460 238,815 67,360 4 x 52,500lb GE CF6-50E or 4 x 45,570lb P&W JT9D-7 or 4x50,1101b R-RRB211-524 198,380 Mach) 0.85 507 45,100 3,190 1,890 490 423 366 9,250km 10,660km 452 -200F 70.7 59.64 19.6 511 6.13 351,535 378,200 286,000 - 155,130 267,620 112,490 4 x 52,500lb GE CF6-50E or4x45,570lb JT9D-7 or4x 50,1101b RB211-524 198,350 0.85 507 45,100 3,322 2,112 - - - - - -300 70.7 59.64 19.6 511 6.13 351,535 378,200 260,3700 340,50 174,040 242,680 68,630 4 x 52,500lb GE CF6-50E or 4 x 45,570lb JT9D-7 or4x 50,1101b RB211-524 198,380 0.85 507 45,100 3,322 1,905 580 - 400 10,360km 452 HI SP 56.31 59.64 19.94 511 6.13 299,370 316,000 204,115 141,935 186,140 38,013 4 x 48,000lb P&W JT9D-7 or 4 x 50,1001b R-RRB211-524B 178,700 0.85 529 45,100 2,165 1,705 400 331 - 9,805km 11,000km 331 62 21-27 OCTOBER 2003 FLIGHT INTERNATIONAL www.flightinternational.com
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