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词条 Boeing 737 Next Generation
释义

  1. Design and development

      Background    Interior    Production and testing    Further developments   Replacement and re-engining 

  2. Variants

     737-600  737-700  737-700ER  737-800   737-800BCF   737-900  737-900ER  Military models  Boeing Business Jet 

  3. Operators

  4. Orders and deliveries

  5. Accidents and incidents

  6. Specifications

  7. See also

  8. References

     Notes  Bibliography 

  9. External links

{{short description|Airliner family by Boeing}}{{For|other variants of this aircraft|Boeing 737|Boeing 737 Classic|Boeing 737 MAX}}{{Use mdy dates|date=October 2012}}
name = Boeing 737 Next Generation
737-600/-700/-800/-900		 image = File:Delta Air Lines Boeing 737-832; N3747D@LAX;10.10.2011 622in (6482376485).jpg caption = A Delta Air Lines 737-800

}}{{Infobox aircraft type

 type = Narrow-body jet airliner and Business jet national origin = United States manufacturer = Boeing Commercial Airplanes designer = first flight = February 9, 1997December 1997 with Southwest Airlines}}[1] retired = status = In service primary user = Southwest Airlines more users = Ryanair
United Airlines
American Airlines		 produced = 1996–present number built = 6,996 as of January 2019[2] unit cost = (2019 US$ million) -700: $89.1; -800: $106.1; -900ER: $112.6[1] developed from = Boeing 737 Classic variants with their own articles = Boeing Business Jet
Boeing 737 AEW&C
Boeing C-40 Clipper
Boeing P-8 Poseidon		 developed into = Boeing 737 MAX
}}

The Boeing 737 Next Generation, commonly abbreviated as 737NG,[2] or 737 Next Gen, is the −600/-700/-800/-900 series of the Boeing 737 airliner. It is the third generation derivative of the 737, and follows the 737 Classic (−300/-400/-500) series, which began production in the 1980s. They are short- to medium-range, narrow-body jet airliners powered by two engines. Produced since 1996 by Boeing Commercial Airplanes, the 737NG series includes four variants and can seat between 110 and 210 passengers.

Formally launched in 1993, the 737NG is an upgrade of the preceding 737 Classic models featuring a redesigned wing that is larger in area, with a wider wingspan, and greater fuel capacity. It is equipped with CFM56-7 series engines, a glass cockpit, and features upgraded and redesigned interior configurations. Performance and capability upgrades over its predecessor include longer range, greater capacity (in its largest variants), and available higher maximum takeoff weight (MTOW) specifications.

As of 31 January 2019, a total of 7,089 737NG aircraft have been ordered, of which 6,996 have been delivered.[2] The remaining orders are in the -700 BBJ, -800, -800 BBJ and -900ER variants.[2] The most common variant is the -800, which has had over 5,000 delivered as of 2019 and is the most widely used narrowbody aircraft worldwide.[3] The 737NG's primary competition is with the Airbus A320 family. Upgraded and re-engined models in development as the 737 MAX series is to supplant the 737NG, with the first 737 MAX delivered in 2017.

Design and development

Background

When regular Boeing customer United Airlines bought the more technologically advanced fly-by-wire Airbus A320, this prompted Boeing to update the slower, shorter-range 737 Classic variants into the more efficient, longer New Generation variants.[4] In 1991, Boeing initiated development of an updated series of aircraft.[5] After working with potential customers, the 737 Next Generation (NG) program was announced on November 17, 1993.[6] The 737NG encompasses the -600, -700, -800 and -900 variants. The NG program was the most significant upgrade of the airframe to date. The performance of the 737NG would be essentially that of a new airplane, but important commonality would be retained from previous 737 generations.

The wing was modified to increase its area by 25 percent and its span by {{cvt|16|ft|2}}. Though a thinner cross-section was created, the total fuel capacity was increased by 30 percent. New quieter and more fuel-efficient CFM56-7B engines were used.[7] These improvements combined to increase the 737's range by 900 nmi, permitting transcontinental service.[6] A flight test program was performed using 10 of the new NG aircraft: 3 -600s, 4 -700s, and 3 -800s.[6]

Interior

The passenger cabin of a 737 Next Generation aircraft improved on the previous interior of the Boeing 757-200 and the Boeing 737 Classic variants by incorporating select features from the Boeing 777 such as larger, more rounded overhead bins and curved ceiling panels. The interior of the 737 Next Generation also became the standard interior on the Boeing 757-300 and subsequently became optional on the 757-200.

In 2010, the interiors of new 737 Next Generation aircraft would include an updated interior design similar to that of the Boeing 787. Known as the Boeing Sky Interior (BSI), it introduced new pivoting overhead bins (a first for a Boeing narrow-body aircraft), new sidewalls, new passenger service units, and LED mood lighting. Boeing's newer "Space Bins" can carry 50 percent more than the pivoting bins, thus allowing a 737-800 to hold 174 carry-on bags.[8] Boeing also offered BSI retrofits for older 737NG aircraft.[9]

Production and testing

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 with pilots Mike Hewett and Ken Higgins. The prototype −800 rolled out on June 30, 1997 and first flew on July 31, 1997, piloted by Jim McRoberts and again by Hewett. The smallest of the new variants, the −600 series, is identical in size to the −500, launching in December 1997 with an initial flight occurring January 22, 1998; it was granted FAA certification on August 18, 1998.[6][10]

Boeing increased 737 production from 31.5 to 35 per month in January 2012, to 38 per month in 2013, to 42 per month in 2014, and is planned to reach rates of 47 per month in 2017 and 52 per month in 2018.[11][12][13]

The monthly production rate could reach 57 per month in 2019, even to the factory limit of 63 later. A single airplane is produced in Boeing Renton Factory in 10 days, less than half what it was only a few years ago. The empty fuselage from Spirit AeroSystems in Wichita, Kansas, enters the plant on Day 1. Electrical wiring is installed on Day 2 and hydraulic machinery on Day 3. On Day 4 the fuselage is crane-lifted and rotated 90 degrees, wings are mated to the airplane in a six-hour process, along with landing gear, and the airplane is again rotated 90 degrees. The final assembly process begins on Day 6 with the installation of airline seats, galleys, lavatories, overhead bins, etc. Engines are attached on Day 8. It rolls out of the factory for test flights on Day 10.[14]

Further developments

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-Dowty'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 {{Convert|550|-|700|lb|kg}} depending on whether standard or high-capacity steel brakes were fitted. A weight reduction of {{Convert|700|lb|kg}} on a 737-800 results in 0.5% reduction in fuel burn.[15] Delta Air Lines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008.[16]

On August 21, 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".[17] However, a one-year investigation by Al Jazeera's People & Power series in 2010 questions the safety of some structural parts in 737s.[18]

As early 737NG aircraft become available on the market they are actively marketed to be converted to cargo planes via the Boeing Converted Freighter design as the operational economics are attractive due to the low operating costs and availability of certified pilots on a robust airframe.{{citation needed|date=December 2015}}

Replacement and re-engining

{{main|Boeing Yellowstone Project|Boeing 737 MAX}}

Since 2006, Boeing has discussed replacing the 737 with a "clean sheet" design (internally named "Boeing Y1") that could follow the Boeing 787 Dreamliner.[19] A decision on this replacement was postponed, and delayed into 2011.[20]

On July 20, 2011, Boeing announced plans for a new 737 version to be powered by the CFM International LEAP-X engine, with American Airlines intending to order 100 of these aircraft.[21] Internally, a minimum change version of the Leap-X is the probable final configuration for the proposed re-engined 737, and is expected to give a 10–12% improvement in fuel burn. Entry into service was planned for 2016 or 2017, with the new models probably being designated 737-7/-8/-9, being based on the 737-700/-800/-900ER respectively.[22]

On August 30, 2011, Boeing confirmed the launch of the 737 new engine variant, called the 737 MAX.[23] Its new CFM International LEAP-1B engines are expected to provide a 16% lower fuel burn than the current Airbus A320.[24][25] Boeing delivered the first 737 MAX 8 to Malindo Air on May 16, 2017. The 737 MAX competes with the Airbus A320neo family.

Variants

737-600

The 737-600 was launched by SAS in March 1995 with the first aircraft delivered in September 1998.[26]

A total of 69 have been produced, the last aircraft was delivered to WestJet in 2006.[2]

Boeing displayed the 737-600 in its price list until August 2012.[27]

The 737-600 replaces the 737-500 and is similar to the Airbus A318.

Winglets were not an option.[28]

WestJet was to launch the -600 winglets, but dropped them in 2006.

737-700

In November 1993, Southwest Airlines launched the Next-Generation program with an order for 63 737-700s and took delivery of the first one in December 1997.[29] It replaced the 737-300, typically seating 126 passengers in two classes to 149 in all-economy configuration, similarly to the Airbus A319.

As of July 2018, all -700 series on order, 1,128 -700, 120 -700 BBJ, 20 -700C, and 14 -700W aircraft have been delivered.[2] By June 2018, around one thousand were in service: half of them with Southwest Airlines, followed by Westjet with 56 and United Airlines with 39.

In February 2016, Boeing launched a passenger-to-freighter conversion program, with converted aircraft designated as 737-800BCF (for Boeing Converted Freighter). Boeing started the program with orders for 55 conversions, with the first converted aircraft due for late 2017 delivery.[39] The first converted aircraft was delivered to West Atlantic in April 2018.[40]

At the 2018 Farnborough Airshow, GECAS announced an agreement for 20 firm orders and 15 option orders for the 737-800BCF, raising the commitment to 50 aircraft. Total orders and commitments include 80 aircraft to over half a dozen customers.[53]

Modifications to the 737-800 airframe include installing a large cargo door, a cargo handling system, and additional accommodations for non-flying crew or passengers.[41] The aircraft is designed to fly up to {{convert|1,995|nmi|km|abbr=on}} at a MTOW of 79 tonnes.[42]

737-900

Boeing later introduced the 737-900, the longest variant to date. Because the −900 retains the same exit configuration of the −800, seating capacity is limited to 189 in a high-density 1-class layout, although the 2-class number is lower at approximately 177. Alaska Airlines launched the 737-900 in 1997 and accepted delivery on May 15, 2001. The 737-900 also retains the MTOW and fuel capacity of the −800, trading range for payload. These shortcomings until recently prevented the 737-900 from effectively competing with the Airbus A321.{{citation needed|date=October 2017}}

737-900ER

The 737-900ER (ER for extended range), which was called the 737-900X prior to launch, is the newest addition and the largest variant of the Boeing 737 NG 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 increased seating capacity to 180 passengers in a two-class configuration.

It can accommodate up to 220 passengers.[43] Some airlines seal the additional exit. Additional fuel capacity and standard winglets improved range to that of other 737NG variants.

The first 737-900ER was rolled out of the Renton, Washington factory on August 8, 2006 for its launch customer, Lion Air, an Indonesian low-cost airline. The airline received this aircraft on April 27, 2007 in a special dual paint scheme combining the Lion Air's logo on the vertical stabilizer and the Boeing's livery colors on the fuselage. Lion Air has orders for 103 Boeing 737-900ERs as of September 2017.[2]

As of January 2019, 52 -900s, 490 -900ERs, and seven -900 BBJ3s have been delivered with 15 unfilled orders.[2]

With a smaller operator base, the -900ER is not as liquid as other variants: in October 2018, a ten-year-old -900ER was worth $19.4 million and leased for $180,000 per month over eight years, below the -800, while there is a premium for the A321 over the A320.

Specifications

Boeing 737 Characteristics[57]
Variant 737-600 737-700 737-800 737-900ER
Cockpit crewTwo
56–62 108 (8F@36" 100Y@32") 128 (8F@36" 120Y@32") 160 (12F@36" 148Y@32") 177 (12F@36" 165Y@32")
56–62 123 @32" - 130 @ 30" 140 @32" - 148 @ 30" 175 @32" - 184 @ 30" 177 @32" - 215 @ 28"
Exit Limit[58]149 189 220
67First : 22in / 56 cm; Economy : 17in / 43 cm
34–41 102 ft 6 in / 31.24 m 110 ft 4 in / 33.63 m 129 ft 6 in / 39.47 m 138 ft 2 in / 42.11 m
34–4141 ft 3 in / 12.57 m41 ft 2 in / 12.55 m
Wing[59]Span: 112 ft 7 in / 34.32 m, with winglets: 117 ft 5in / 35.79m;{{rp|34–41}} Area: {{cvt|124.60|m2|sqft}}; Sweepback: 25°; {{abbr|AR|Aspect ratio}}: 9.44
67Width: {{cvt|12|ft|4|in|2}}; Cabin width: {{cvt|11|ft|7|in|2}}; Cabin height: {{cvt|86.6|in|m|2}}
21–24 80,200 lb / 36,378 kg 83,000 lb / 37,648 kg 91,300 lb / 41,413 kg 98,495 lb / 44,677 kg
21–24 121,500 lb / 55,111 kg 129,200 lb / 58,604 kg 146,300 lb / 66,361 kg 157,300 lb / 71,350 kg
21–24 144,500 lb / 65,544 kg 154,500 lb / 70,080 kg 174,200 lb / 79,016 kg 187,700 lb / 85,139 kg
21–246,875 US gal / 26,022 Ltwo auxiliary tanks}}
21–24 720 ft³ / 20.4 m³ 966 ft³ / 27.4 m³ 1,555 ft³ / 44.1 m³ 1,826 ft³ / 51.7 m³
MTOW, sea level, ISA+20°C[59]1878|m|order=flip}}2042|m|order=flip}}2316|m|order=flip}}3000|m|order=flip}}{{rp|159}}
Flight envelope[58]{{convert|41,000|ft|m|0}} Ceiling, {{cvt|0.82|Mach|41,000|knots km/h|0}} MMo
Cruise[60]0.785|Mach|35,000|knots km/h|0}}0.781|Mach|35,000|knots km/h|0}}0.789|Mach|35,000|knots km/h|0}}0.79|Mach|35,000|knots km/h|0}}
Range[61]3,235|nmi|km}}{{efn|110 passengers}}[60]3,010|nmi|km}}{{efn|126 passengers}}2,935|nmi|km}}{{efn|162 passengers}}2,950|nmi|km}}{{efn|178 passengers}}
Engines (× 2)126–133}}134–149}}CFM56-7B24/26/27{{rp|150–161}}
Thrust (× 2)20,000|-|22,000|lbf|kN|disp=br}} {{rp|126–133}}20,000|-|26,000|lbf|kN|disp=br}}{{rp|134–149}}24,000|-|27,000|lbf|kN|disp=br}}{{rp|150–153}}24,000|-|27,000|lbf|kN|disp=br}}{{rp|154–161}}
35,000 ft – Mach 0.8 – ISA[81]{{cvt|5,960|lbf|kN}} (climb)
Engine dimensions[62]Fan tip diameter: {{cvt|61|in|cm|0}}, length: {{cvt|103.50|in|cm|0}}
Engine ground clearance18 in / 46 cm{{rp|44}}19 in / 48 cm{{rp|45}}
ICAO Type[63]B736B737B738B739
{{notelist}}

See also

{{Portal|Aviation|USA}}{{aircontent
|see also=
  • Competition between Airbus and Boeing

|related=
  • Boeing 737
  • Boeing 737 AEW&C
  • Boeing 737 Classic
  • Boeing 737 MAX
  • Boeing Business Jet
  • Boeing C-40 Clipper
  • Boeing P-8 Poseidon
  • Boeing T-43

|similar aircraft=
  • Airbus A320 family
  • Boeing 717
  • Boeing 757
  • Airbus A220/Bombardier CSeries
  • Comac C919
  • Embraer 195
  • Irkut MC-21
  • McDonnell Douglas MD-90
  • Tupolev Tu-204

|lists=
  • List of aircraft

}}

References

Notes

1. ^{{cite web |title= About Boeing Commercial Airplanes: Prices |url= http://www.boeing.com/company/about-bca/#/prices |publisher= Boeing}}
2. ^{{cite web|url=http://www.boeingblogs.com/randy/archives/2005/02/737ng_the_next_generation_for.html |title=737NG: The Next Generation for Japan and the world |publisher=Boeingblogs.com |date=2005-02-04 |access-date=2013-07-26}}
3. ^1 {{cite web|url=https://www.mro-network.com/airframe/boeing-737-800-not-expected-peak-until-2021|title=Inside MRO: Boeing 737-800 Not Expected To Peak Until 2021|last=Derber|first=Alex|date=2018-06-14|publisher=Aviation Week & Space Technology}}
4. ^{{cite news |url= https://leehamnews.com/2017/11/28/leahy-reflects-33-years-airbus/ |title= Leahy reflects on 33 years at Airbus |date= Nov 28, 2017 |work= Leeham}}
5. ^{{harvnb|Endres|2001|p=132.}}
6. ^1 2 3 {{harvnb|Shaw|1999|p=8}}
7. ^Endres 2001, p. 133.
8. ^{{citation |first=Dominic |last=Perry |url=http://www.flightglobal.com/news/articles/interiors-boeing-thinks-smarter-to-boost-777-737-appeal-410498/ |title= Boeing thinks smarter to boost 777, 737 appeal |work=Flightglobal |publisher=Reed Business Information |date=7 April 2015 |accessdate=8 April 2015 }}
9. ^{{cite web|url=https://runwaygirlnetwork.com/2013/12/30/boeing-sky-interior-offered-for-737ng-retrofits/|title=Boeing Sky Interior offered for 737NG retrofits - Runway Girl|date=December 30, 2013|publisher=}}
10. ^Shaw 1999, pp. 14–15.
11. ^"Boeing ups 737 production rate". Flightglobal.com, September 17, 2010.
12. ^"Boeing to Increase 737 Production Rate to 52 per Month in 2018". Boeing, October 2, 2014. Retrieved November 10, 2014.
13. ^"737 derailment probe 'suggests' track alignment issue". Flightglobal.com, November 5, 2014.
14. ^{{cite news |url= https://leehamnews.com/2016/10/11/11th-737-max-assembly-line-boeing-gears-delivery-next-year/ |title= 1th 737 MAX on the assembly line as Boeing gears up for delivery next year |date= October 11, 2016 |publisher= Leeham News}}
15. ^Wilhelm, Steve. "Mindful of rivals, Boeing keeps tinkering with its 737". Puget Sound Business Journal, August 11, 2008. Retrieved September 11, 2013.
16. ^"Boeing Next-Generation 737 Carbon Brakes Earn FAA Certification". Boeing Press Release, August 4, 2008. Retrieved August 30, 2009.
17. ^"Report alleges faulty parts in jets". United Press International, August 21, 2006. Retrieved August 22, 2006.
18. ^[https://www.youtube.com/watch?v=KFUFFzkCQXw "Boeing Safety Claims Investigated"]. Al Jazeera English via youtube.com, December 15, 2010.
19. ^"Boeing firms up 737 replacement studies by appointing team". Flight International, March 3, 2006. Retrieved April 13, 2008.
20. ^Hamilton, Scott. "737 decision may slip to 2011: Credit Suisse". flightglobal, 2010. Retrieved June 26, 2010.
21. ^"Boeing and American Airlines Agree on Order for up to 300 Airplanes". Boeing, July 20, 2011. Retrieved November 1, 2011.
22. ^Ostrower, Jon. "Boeing close to re-engined 737 fan size decision". Air Transport Intelligence news via FlightGlobal.com, August 18, 2011. Retrieved August 20, 2011.
23. ^Boeing 737 MAX. NewAirplane.com
24. ^"Boeing Launches 737 New Engine Family with Commitments for 496 Airplanes from Five Airlines". Boeing August 30, 2011.
25. ^"Boeing officially launches re-engined 737". flightglobal.com, August 30, 2011.
26. ^{{cite news |url= https://www.flightglobal.com/news/articles/putting-the-family-to-work-51106/ |title= Putting the family to work |date= 12 May 1999 |magazine= Flight International |author= Andrew Doyle, Max Kingsley-Jones, Paul Lewis, Guy Norris}}
27. ^{{cite web |url= https://web.archive.org/web/20120802034944/http://www.boeing.com:80/commercial/prices/index.html |title= Jet Prices |publisher= Boeing }}
28. ^{{cite web |url= https://web.archive.org/web/20080428073227/http://www.boeing.com/commercial/737family/winglets/index.html |title= Next-Generation 737 Production Winglets |publisher= Boeing}}
29. ^1 {{cite press release |url= http://boeing.mediaroom.com/1997-12-17-First-Boeing-737-700-Goes-to-Southwest-Airlines |title= First Boeing 737-700 Goes to Southwest Airlines |date= 1997-12-17 |publisher= Boeing}}
30. ^--> The value of a new -700 stayed around $35 million from 2008 to 2018, a 2003 aircraft was valued for $15.5 million in 2016 and $12 million in 2018 and will be scrapped for $6 million by 2023.{{cite news |url= http://www.aircraftvaluenews.com/southwest-appetite-for-b737-700-wanes-potentially-affecting-values/ |title= Southwest Appetite for B737-700 Wanes Potentially Affecting Values |work= Aircraft Value News |date= June 11, 2018}}
31. ^"U.S. Naval Reserve Gets First Look at Newest Class of Aircraft". DefenseLink (U.S. Department of Defense). Retrieved January 21, 2008.
32. ^--> Inspired by the Boeing Business Jet, it features the fuselage of the 737-700 and the wings and landing gear of the 737-800. When outfitted with nine auxiliary fuel tanks, it can hold 10,707 gallons (40,530 L) of fuel, and with a 171,000 lb (77,565 kg) MTOW it has a 5,775 nmi (10,695 km) range with 48 premium seats in one class.{{cite web |url= https://web.archive.org/web/20130216045552/http://www.boeing.com:80/commercial/737family/737-700ER/tech.html |title= 737-700ER Technical Characteristics |publisher= Boeing}}
33. ^{{cite press release |url= http://boeing.mediaroom.com/2007-02-16-Boeing-Delivers-First-737-700ER-to-Launch-Customer-ANA |title= Boeing Delivers First 737-700ER to Launch Customer ANA |publisher= Boeing |date= 2007-02-16}}
34. ^James. "Aerospace Notebook: MD-80 era winding down as fuel costs rise". Seattlepi.com, June 24, 2008. Retrieved August 30, 2009.
35. ^Wilhelm, Steve. "Mindful of rivals, Boeing keeps tinkering with its 737". Orlando Business Journal, August 11, 2008 Retrieved August 30, 2009.
36. ^"Commercial airlines industry mixed on imminent emission regulations". CNN,June 4, 2015.
37. ^{{cite news |url= http://www.aircraftvaluenews.com/end-of-line-b737-800-values-show-fatigue/ |title= End of Line B737-800 Values Show Fatigue |work= Aircraft Value News |date= September 17, 2018}}
38. ^{{Cite web|url=https://www.iaa.ie/commercial-aviation/aircraft-registration-2/latest-register-and-monthly-changes-1|title=Latest Register and Monthly Changes|last=|first=|date=2 Jan 2018|website=www.iaa.ie|publisher=Irish Aviation Authority|access-date=8 Jan 2018}}
39. ^{{cite news |title= Boeing launches 737-800BCF programme |url= https://www.flightglobal.com/news/articles/boeing-launches-737-800bcf-programme-422323/ |date= 24 February 2016 |work= Flightglobal}}
40. ^{{Cite news |url= https://www.flightglobal.com/news/articles/boeing-delivers-first-737-800bcf-to-west-atlantic-447850/ |title= Boeing delivers first 737-800BCF to West Atlantic |date= 2018-04-20 |work= Flightglobal }}
41. ^1 {{Cite press release |url= https://www.genewsroom.com/press-releases/gecas-boeing-announce-agreement-35x-737-800-boeing-converted-freighters-284441 |title= GECAS, Boeing Announce Agreement for 35x 737-800 Boeing Converted Freighters |date= 2018-07-17 |publisher= GE}}
42. ^{{Cite web |url= https://www.boeing.com/resources/boeingdotcom/commercial/services/assets/brochure/737_800BCF.pdf |title= 737-800BCF Boeing Converted Freighter |date=2016 |publisher= Boeing}}
43. ^{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9dd07e4b4293722e86257dfc006774ca/$FILE/A16WE_Rev_54.pdf|title=FAA Type Certificate Data Sheet|publisher=}}
44. ^1 --> By 2025, a seventeen-year-old -900ER will reach $8.5 million with a $120,000 lease, ${{#expr:9.5-8.5}} million and ${{#expr:140-120}},000 less per month than a -800W of the same age, and could be parted out or converted to a freighter.{{cite news |url= http://www.aircraftvaluenews.com/two-early-build-b737-900ers-sold-between-lessors/ |title= Two Early Build B737-900ERs Sold Between Lessors |publisher= Aircraft Value News |date= October 29, 2018}}
45. ^"P-8A Multi-mission Maritime Aircraft (MMA) fact file". US Navy, February 17, 2009.
46. ^"FARNBOROUGH 2008: Boeing 737 embarks on its Poseidon adventure". Flight International, July 15, 2008.
47. ^Endres 2001
48. ^1 "The Boeing 737-700/800 BBJ/BBJ2". airliners.net, February 3, 2008. Retrieved August 30, 2009.
49. ^{{cite web|url=http://www.boeing.com/commercial/bbj/#/aircraft/family/characteristics/bbj-3/|title=Boeing: Boeing Business Jets|website=www.boeing.com}}
50. ^{{Cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|last=|first=|date=|website=Flightglobal.com|language=en-GB|archive-url=|archive-date=|dead-url=|access-date=2018-08-21}}
51. ^1 2 3 4 5 6 7 8 "737 Model Orders and Deliveries data". Boeing, February 2019. Retrieved March 12, 2019.
52. ^"Accident statistics for Boeing 737-600". aviation-safety.net. Retrieved May 22, 2010.
53. ^"Accident statistics for Boeing 737-700". aviation-safety.net. Retrieved May 22, 2010.
54. ^"Accident statistics for Boeing 737-800". aviation-safety.net. Retrieved May 22, 2010.
55. ^"Accident statistics for Boeing 737-900". aviation-safety.net Retrieved May 22, 2010.
56. ^{{cite web|title=Statistical Summary of Commercial Jet Airplane Accidents – Accident Rates by Airplane Type|url=http://www.boeing.com/news/techissues/pdf/statsum.pdf|website=www.boeing.com|publisher=Boeing|page=19|date=August 2014}}
57. ^{{cite web |url= http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |title= Boeing 737 Airplane Characteristics for Airport Planning |publisher= Boeing Commercial Airplanes |date= September 2013}}
58. ^1 {{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/cb5a51687a9853cd86257fcb0064c0a9/$FILE/A16WE_Rev56.pdf |title= Type Certificate Data Sheet |publisher= FAA |date= June 3, 2016}}
59. ^1 {{cite web |url= http://booksite.elsevier.com/9780340741528/appendices/data-a/table-2/table.htm |title= Civil jet aircraft design |publisher= Elsevier |at= Aircraft Data File - Boeing Aircraft |date= 2001}}
60. ^1 {{cite web |url= http://www.boeing.com/resources/boeingdotcom/media/paris2015/pdf/Backgrounders/bkg_NG_737_family.pdf |title= Next-Generation 737 Family Backgrounder |publisher= Boeing |date= February 2015}}
61. ^{{cite news |url= https://www.flightglobal.com/news/articles/boeing-revises-obsolete-performance-assumptions-415293/ |title= Boeing revises "obsolete" performance assumptions |date= 3 August 2015 |work= Flight Global}}
62. ^1 {{cite news |url= http://www.safran-aircraft-engines.com/file/download/fiche_cfm56-7b_ang.pdf |title= CFM56-7B |publisher= Safran/Snecma |date= March 2011}}
63. ^{{cite web |title= DOC 8643 – Aircraft Type Designators |url= http://www.icao.int/publications/DOC8643/Pages/default.aspx |publisher= ICAO}}

Bibliography

{{refbegin}}
  • Endres, Günter. The Illustrated Directory of Modern Commercial Aircraft. St. Paul, Minnesota: MBI Publishing Company, 2001. {{ISBN|0-7603-1125-0}}.
  • Norris, Guy and Mark Wagner. Modern Boeing Jetliners. Minneapolis, Minnesota: Zenith Imprint, 1999. {{ISBN|9780760307175}}.
  • Shaw, Robbie. Boeing 737-300 to 800. St. Paul, Minnesota: MBI Publishing Company, 1999. {{ISBN|0-7603-0699-0}}.
{{refend}}

External links

{{commons category|Boeing 737 Next Generation}}
  • 737 page on Boeing.com
  • {{cite book |url= https://books.google.com/books?id=3XteCAAAQBAJ |title= The Boeing 737 Technical Guide |author= Chris Brady |date= 12 September 2016 |isbn= 978-1447532736}}
{{Boeing airliners}}{{Boeing model numbers}}{{Boeing 7x7 timeline}}

3 : Boeing 737|United States airliners 1990–1999|Twinjets
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