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Aviation History
2004
2004-09 - 2177.PDF
Directory: world airliners 737-300/400/500 (CFM Classic) The 737-300 was introduced in 1984, becoming the first of three new CFM56-3 powered 737 models to be developed. The family encompassed the larger -400 and smaller -500 models. Other improvements included a modified wing, and more advanced flight- deck and digital avionics. With the introduction of the Next Generation 737 family in 1998, the earlier CFM56-powered models are now referred to as "737 Classics". From the first flight of the 737-300 in February 1984 to the deliv ery of the last -400 in February 2000, production of the 737 Classic spanned 16 years and totalled 1,988 aircraft. Three PTF conversions are available for the 737- 300/400 - Pemco World Air Services, Israel Aircraft Industries' Bedek Aviation Group, and a consortium that includes Boeing, Taiwan's Inter-Continental Aircraft Services (ICAS) and B/E Aerospace unit Flight Structures. ICAS is the lead contractor for the retrofit work, with Flight Structures providing assis tance with securing the FAA STC and Boeing providing engineering support. IAI forged a link with Garuda's maintenance, repair and overhaul (MRO) division GMF Aero Asia last year to provide an Asian facility to carry out 737 conversions and the arm is converting 10 GECAS 737-300s to freighters. In February 2004 Pemco appointed Malaysia Airlines as the first overseas centre for its 737-200/300/400 freighter conversion programme to undertake modifications for Asian operators. Previously, all Pemco conversion kits were installed at its plant in Birmingham, Alabama. The three conversion houses are vying for a major contract from FedEx Express, which is study ing a replacement for its large 727 fleet and has asked for bids for up to 50 737-300/-400 conver sions. FedEx has also considered using its own STC. Alaska Airlines in July 2004 became the first cus tomer for the Boeing/ICAS 737 Classic cargo-con version programme with a $15 million contract to retrofit five of its 737-400s - four into combis and one into a full freighter. ICAS had planned to sub contract work to local maintenance company Air Asia. However, Alaska Airlines is understood to have rejected this proposal after auditing Air Asia and prefers to have the aircraft converted in the USA. Work on the first Alaska aircraft is due to begin early next year. ICAS is also believed to be consid ering using China's Taikoo (Xiamen) Aircraft Engineering as a conversion centre for mainland Chinese customers, including China Postal Airlines and Hainan Airlines. The 737-300 freighter can carry eight cargo pal lets and has an 18,800kg payload, while the larger -400's capacity is nine pallets and a 19,000- 20,900kg payload, depending on weights. Meanwhile, Aviation Partners Boeing received an STC for its blended winglets for the 737 Classic in May 2003, and has a programme for the 737-400. The winglets' drag saving equates to a 4.5% block fuel reduction compared with the standard -300. Delivered: 1,988 (Classic) In service: 1,954 (Classic) 737-600/700/800/900 (Next Generation) Developed from the -300/400/500 family, the Next Generation 737 models incorporate a 25% larger wing, new CFM56-7 engines, higher cruising speeds, greater range and a new 777-style flight- deck. Four basic variants seating 108-190 passengers have been developed, ranging from the -600 to -900, with the former being the smallest and the latter the largest. The -900 can seat up to 177 passengers in a two-class layout, but requirements for emergency exits mean the aircraft's maximum seating cannot BOEING 737 CFM CLASSIC 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 (kg; Max zero fuel weight (kg) Max payload (kg) Powerplant Standard fuel capacity (I) 2 -300 33.4 28.88 11.12 105.4 3.53 56,500 62,820 51,710 52,880 32,820 47,620 14,805 x 22-23,500lb CFMI CFM56-3B or -3C Normal operating speed (Mach) Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m, sea Landing field length (m, sea Accommodation (1-class) Accommodation (2-class) Design range with pax Option with pax level/ISA) level/ISA) 20,104 0.745 491 37,000 1,939 1,396 149 128 2,990km/141 4,790km/141 -400 36.45 28.88 11.12 105.4 3.53 62,900 68,100 54,900 56,240 34,820 53,070 18,260 2 x 22-23,500lb CFM56-3B2 or -3C1 23,830 0.745 492 37,000 2,540 1,540 171 146 4,000km/146 4,625km/146 -500 31.01 28.88 11.12 105.4 3.53 52,440 60,560 49,890 - 31,950 46,720 14,770 2 x 18,500-20,000lb CFM56-3B1 or -3C1 23,830 0.745 492 37,000 2,470 1,360 132 108 3,330km/108 5,550km/108 go beyond the 737-800's 189 seats. Boeing flew the first -700 in February 1997 and deliveries began to launch customer Southwest in December 1997. The -800 followed in April 1998, with the -600 enter ing service in September the same year and the first -900 being handed over in May 2001. A passenger/cargo convertible 737-700C with a 3.4 x 2.1 m side cargo-door, developed from the US military version, entered service in 2003. A freighter version of the -900 is also being studied. A dedicated business jet version based on the 737-700, but with the -800's strengthened wing structure, was developed by a Boeing/GE joint ven ture called Boeing Business Jets and received FAA certification in November 1998. The baseline BBJ1 was joined by the BBJ2 version, which uses the-800 fuselage, in 2001. Boeing unveiled a short-field performance enhancement modification package this year to allow the 737NG to operate with increased pay- loads from restricted runways. Brazilian carrier Gol is launch customer for the kit, which is aimed initially at the longer-body -800 and -900. It is expected to enter service on Gol's 737-800s in the second quar ter of 2006 after flight tests and certification work starting in the fourth quarter of 2005. The package, some parts of which can be applied to the shorter -600/700 models for more moderate performance gains, consists of aerody namic, structural and avionics modifications. In September, Boeing completed flight tests of a GPS landing system (GLS) on a 737NG-and hopes that it will be deployed operationally by the end of the year with a US operator. The GLS works through a Rockwell Collins multi- mode receiver, and will initially be available on the 737NG, but will eventually be offered on all Boeing aircraft. The GLS is designed to work with GPS ground- stations to provide precision landing capability. The initial certification will cover capability to Category 1, though the long-term goal is to clear it through Cat 2 to Cat 3 autoland by 2008. Several new 737NG derivatives are proposed, but are yet to be launched. The longer-range -900X version would feature MTOW increased to 83,700kg, along with reinforced landing-gear, wing- box and keel beam structure. It could seat up to 220 passengers if fitted with a pair of Type I doors aft of the wing. Boeing has also studied a flattened aft pressure bulkhead design for the -900X, which could increase two-class seating capacity by three seats to 204 by providing an extra fuselage frame of interior space in which to rearrange cabin equip ment and provide room for more seats. 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 new model would be based on the standard 737-700 and configured with business-class seating, but without the other BBJ elements such as dual head-up displays and airstairs. It will also have fewer auxiliary fuel tanks. Boeing's 737-800-based Multi-mission Maritime Aircraft (MMA) was selected earlier this year to replace the US Navy's P-3 Orions. The first example 60 26 OCTOBER - 1 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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