Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Boeing 737 shopping experience:

1. Compare - without doubt the biggest advantage that the Boeing 737 offers shoppers today is the ability to compare thousands of Boeing 737 at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Boeing 737? Wrong! If the Boeing 737 is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Boeing 737 then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Boeing 737? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Boeing 737 and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Boeing 737 wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Boeing 737 then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Boeing 737 site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Boeing 737, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Boeing 737, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

{{infobox Aircraft|subtemplate={{Infobox Boeing Aircraft--> |name =Boeing 737 |type =[Airliner |manufacturer =[Boeing Commercial Airplanes |image =Image:Air_Berlin_B737-700_Dreamliner_D-ABBN.jpg |caption =[Air Berlin Boeing 737-700 in Boeing New Colors |designer = |first flight =9 April [ |introduction =10 February [ with [Lufthansa |retired = |status = Active |primary user = [Southwest Airlines |more users = [Continental Airlines
[Ryanair
[US Airways |produced = - Present |number built =5,439 |unit cost ='''737 NG''' US$49.5-85 million ''http://www.atwonline.com/news/story.html?storyID=9337 "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials"'', Air Transport World, retrieved [June 26 [. |variants with their own articles =[Boeing Business Jet[Boeing T-43[Boeing 737 AEW&C[C-40 Clipper[P-8 Poseidon -->

The Boeing 737 is an United States of America short to medium range, single aisle, narrow-body aircraft jet airliner. With over 7,000 ordered and over 5,000 delivered, it is the most ordered and produced commercial passenger jet of all time and has been continuously manufactured by Boeing since 1967. The 737 is now so widely used that at any given time, there are over 1,250 airborne worldwide. 737 Facts. Boeing. Access date: 30 October 2006. On average, somewhere around the world, a 737 takes off or lands every five seconds.

Development The 737 was born out of Boeing's need to introduce a competitor in the short-range, small capacity jetliner market which had been pioneered by the Sud Aviation Caravelle, BAC 1-11 and the Douglas DC-9. While Boeing had originally planned for a 60 to 85 seat airplane, consultation with launch customer Lufthansa resulted in a change to 100 seats.Frawley, Gerard. The International Directory of Civil Aircraft, 2003-2004. Fyshwick, Australian Capital Territory, Australia: Aerospace Publications Pty Ltd, 2003, p. 53. ISBN 1-875671-58-7. The Lufthansa order was made after the airline reportedly received assurances from Boeing that the 737 would not be cancelled because of lack of orders. http://seattlepi.nwsource.com/business/259251_boeing13.html

Boeing was far behind its competitors when the 737 was launched, as rival aircraft were already into flight certification. To speed up the development time, Boeing reused 60 percent of the structure and systems of the existing Boeing 707, most notably the fuselage cross section, which permitted six-abreast seating compared to the rival 1-11 and DC-9's five-abreast layout. The same basic fuselage cross section was also used on the Boeing 727, and later on the Boeing 757.

Significantly, the widened cross-section and short fuselage complicated the aerodynamics of the planned aft-mounted engines. As a result, engineers mounted the engines on pylons directly to the underside of the wings; which kept the aircraft low to the ground for easy ramp operations.Sutter, Joe. 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, DC: Smithsonian Books, 2006, p. 76-78.ISBN 0-06-088241-9. Later in the 737's life when high-bypass turbofans were fitted, design changes to the Podded engine were required for ground clearance.

The final assembly of the 737 was adjacent to Boeing Field (now officially called King County International Airport) because the factory in Renton was at capacity building the 707 and 727. It was moved to Renton in late 1970. http://seattlepi.nwsource.com/business/259251_boeing13.htmlhttp://www.forecastinternational.com/notable/seattletimes.pdf A significant portion of the fuselage assembly is in Wichita, Kansas previously by Boeing but now by Spirit AeroSystems, which purchased some of Boeing's assets in Wichita. http://www.hispanicbusiness.com/news/newsbyid.asp?id=25041&cat=PR+Newswire&more=/pr_newswire/

Operational history The first 737-100 made its maiden flight on 9 April 1967 piloted by Brien Wygle and Lew Wallick "Original 737 Comes Home to Celebrate 30th Anniversary", The Boeing Company press release, May 2 1997. and entered service in February 1968 with Lufthansa, the first non-American airline to launch a new Boeing aircraft. The 737-200 made its maiden flight on 8 August 1967. Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were ever produced. The lengthened 737-200 was widely preferred and was produced until 1988. The launch customer of the 737-200 was United Airlines. The inaugural flight for United was flown on 28 April 1968 from Chicago O'Hare (ORD) to Grand Rapids, Michigan (GRR). After aircraft #135, a series of improvements were incorporated in to the 737-200. This became known as the 737-200 Advanced, which became the production standard.

In the early 1980s, the 737 was given its first major facelift. The 737 Classic series, a name given for the -300/400/500 series after the introduction of the -600/700/800 series, introduced new technology while retaining commonality with previous 737s. Fitting the CFM56 engine yielded significant gains in fuel economy, but also posed an engineering challenge given the low ground clearance of the 737. Boeing and engine supplier CFM International 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 bottom) of the engine pod, giving the 737 a distinctive non-circular air intake.

Prompted by the modern Airbus A320, Boeing initiated the 737 Next Generation (NG) program in 1993. 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 essentially that of a new airplane, but important commonality is retained from previous 737.

Image:boeing_737_cockpit.jpg] in Seattle, Washington.Image:Atamdw251_1.jpg|An ATA Airlines 737-800, a Next Generation model with a modern cockpit.

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 optional package is available for the 737NG models and standard equipment for the 737-900ER. The enhancements improve takeoff and landing performance.

Boeing has already hinted that a "clean sheet" replacement for the 737 (internally dubbed "Boeing Y1") could follow the Boeing 787.

On February 13, 2006, Boeing delivered the 5,000th 737 to Southwest Airlines. This 737-700 is the 447th 737 to join the carrier's all-Boeing 737 fleet.

On 21 August 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".Report alleges faulty parts in jets. United Press International, 21 August 2006 Access date: 22 August 2006.

takeoff.

On 7 February 2007, a Brazilian judge banned 737-700 and -800 aircraft from operating out of São Paulo’s Congonhas-São Paulo International Airport due to recent runway overrun incidents during wet weather. Judge bans Fokker 100s and Boeing 737s from São Paulo airport This ban was overturned the next day however.

Description Engines on the 737 Classic series (300, 400, 500) and Next-Generation series (600, 700, 800, 900) appear not to have circular inlets, as most aircraft do. The accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock position (forward looking aft). This was done because the 737 sits lower to the ground than most airplanes and the original 737s were designed for small P&W engines, but additional ground clearance was needed for the larger CFM56 engines. This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Boeing and CFM International, the engine manufacturer, claim that the shape actually yields slightly improved performance. The necessary nacelle redesign is known in the industry as "hamsterisation", because of the resemblance of the shape to the rodent. Because the engine is so close to the ground, 737-300s and later are more prone to engine foreign-object damage (FOD).

737s are not equipped with fuel dump systems. Depending upon the nature of the emergency, 737s either circle to burn-off fuel or land overweight. Also, the 737 has no full doors covering the main landing gear. The main landing gear (under the wings at mid-cabin) rotate into wells in the plane's belly, the legs being 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 links to the ground speed sensor that interfaces with the anti-skid brake system. When observing a 737 take off, or at low altitude, the dark circles of the tires can be plainly seen. Boeing states that this design saves weight and reduces complexity.

for testing.

Most 737 cockpits are equipped with "eyebrow windows" positioned above the main glareshield. Eyebrow windows were a feature of the original 707. They allowed for greater visibility in turns, and offered better sky views if navigating by stars. With modern avionics, they 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 in military variants and at customer request. These windows are sometimes removed and plugged, usually during maintenance overhauls and can be distinquished by a metal plug which differs from smooth metal which appears in later aircraft that were not originally fitted with the windows.

Blended winglets are available as retrofits and in production on newer 737 aircraft. These winglets stand approximately 8 feet tall and are installed at the wing tips. They help with reduced fuel burn (by reducing vortex drag), reduced engine wear, and less noise on takeoff.

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. The package consists of sealed leading-edge slats (improved lift), a two-position tail skid (enabling reduced approach speeds) and increased flight spoiler deflection on the ground. These improvements are standard on the 737-900ER.http://www.boeing.com/news/releases/2006/q3/060729a_nr.html

Variants The 737 models can be divided into three generations, including nine 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 nine variants, many feature additional versions.

737 Original 737-100 The initial model was the 737-100, and was the smallest model. It was launched by Lufthansa in 1964 (which, by extension, launched the 737 itself) and entered service in 1968. Only a total of 30 737-100s were ordered and delivered. No 737-100s remain in service or in airworthy condition. The original Boeing prototype (now owned by NASA) is on exhibit in the Museum of Flight in Seattle.

737-200 737-200 taking off from Carrasco International Airport (Montevideo, Uruguay). 737-200 Advanced.

The 737-200 was an extended version of the 737-100, in order to accommodate the U.S. market. United Airlines was the launch customer. It was launched in 1965 and entered service in 1968.

737-200 Advanced

The -200 was later updated as the 737-200 Advanced, which became the standard production version (from June 1971). The 737-200 Advanced was also sold as the 737-200 Executive Jet and the 737-200HGW (High Gross Weight).

These models are being phased out because of poor fuel efficiency, high noise emissions (despite the vast majority having had their JT8Ds fitted with hush kits) and escalating maintenance costs. A large number of the -200s still in operation are with "second tier" airlines and those of developing nations. The first generation 737s are all powered by Pratt & Whitney Pratt & Whitney JT8D low-bypass ratio turbofan engines.

Boeing also provided the 737-200C (C for "Convertible"), that allowed conversion between passenger and cargo use. The 737-200QC (QC for "Quick Change") was a further variation of the 737-200C, facilitating rapid conversion between roles.

The 737-200 Advanced aircraft is still in service with a number of airlines.

One option on the 737-200 was the gravel kit, which enables this aircraft to operate on unpaved runways. Until retiring its 737-200 fleet in 2007, Alaska Airlines utilized this option for some of its rural operations in Alaska. With the retirement of these aircraft, some airports, such have Red Dog Airport, have upgraded runway facilities from gravel to paved. http://www.dced.state.ak.us/dca/aeis/NWAB/Transportation/NWAB_Transportation_Narrative.htm http://www.world-airport-codes.com/Alaska/red-dog-6237.html

737 Classic 737-300 737-400. 737-500

The 737 Classic featured:

737-300 The 737-300 was the first major change of the 737 design, incorporating improvements while also retaining commonality with previous 737. The -300 was launched in 1981 by US Airways and Southwest Airlines, becoming the base model of the 737 Classic series. The 300 series remained in production until 1999 when the last aircraft was delivered to Air New Zealand on December 17 1999.

737-400 The 737-400 was stretched beyond the 737-300, primarily to accommodate charter airlines. Piedmont Airlines (1948-1989) and Pace Airlines were the launch customers. The -400 was launched in 1985 and entered service in 1988 with Piedmont.

The 737-400F is not a model delivered by Boeing but a converted 737-400 to an all cargo aircraft. Alaska Airlines was the first to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets. The airline has also converted two more into fixed combi aircraft for half passenger and freight. These 737-400 Combi aircraft are now in service.

737-500 The 737-500 was the final 737 Classic developed. It was launched in 1987 by Southwest Airlines and entered service in 1990. The -500 returned to near the fuselage length of the 737-200 while incorporating the improvements of the 737 Classic series. It offered a modern and direct replacement of the 737-200, while also allowing longer routes with fewer passengers to be more economical than with the 737-300.

Third-party conversion of passenger 737 Classics into cargo airplane are now available. Kitty Hawk Cargo was the first airline to receive a 737-300F while Alaska Airlines was the first airline to convert a 737-400F. No 737-500 have yet been converted.

737 Next Generation 737-600

In 1993, Boeing launched a large scale overhaul of the 737 Classic series. 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 like Lufthansa. After engineering trade studies and discussions with major 737 customers, Boeing proceeded to launch the 737 Next Generation series.

New features included:

737-600 The 737-600 was launched by Scandinavian Airlines System in 1995, but has suffered from weak sales, being most profitable for airlines focusing on long and thin routes. The 737-600 is the direct replacement of the 737-500 and competes with the Airbus A320. This is the only Boeing 737 still in production that does not include winglets as an option. http://www.boeing.com/commercial/737family/winglets/index.html

popularized Low-cost carrier with all-economy seating

737-700 The 737-700 was launched by Southwest Airlines in 1993 and entered service in 1998. It replaced the 737-300 in Boeing's lineup, and its direct competitor is the Airbus A320. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. An executive conversion is offered as the Boeing Business Jet. The BBJ1 is fitted with the stronger wings and landing gear from the 737-800, and has increased range (through the use of extra fuel tanks) over the other 737 models.

737-700C

This is a convertible version where the seats can be removed from the plane to carry cargo. There is a large door on the left side of the aircraft. The United States Navy launched the 737-700C.

737-700ER

Boeing launched this version on January 31 2006. Boeing Launches Longest-Range 737 with ANA All Nippon Airways is the launch customer, with the first one delivered on 16 February 2007. The 737-700ER is a mainline (flight) passenger version of the BBJ1 and 737-700IGW. It combines the 737-700 fuselage with the wings and landing gear of a 737-800. It will offer a range of 5,510 nautical miles, with seating for 126 passengers in a 2-class configuration. A competitor to this model would be the A319LR. The 700ER has the second longest range for a 737 after the BBJ2. It is able to fly transatlantic services such as FlyGlobespan services from Glasgow to Boston and Toronto

All Nippon Airways, Japan’s second-biggest carrier, is to pioneer the model in Asia with a daily service between Tokyo and Mumbai. ANA’s service, believed to be the first all-business class route connecting to a developing country, is to start on 1 September and use a Boeing 737-700ER outfitted with 36 seats and an extra fuel tank.

====737-800==== 737-800.

The 737-800 was a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by Boeing's discontinuation of the McDonnell Douglas MD-80 and MD-90 after Boeing's merger with McDonnell Douglas. The -800 was launched by Hapagfly (now TUIfly) in 1994 and entered service in 1998. The 737-800 seats 162 passengers in a two class layout, or 189 in one class, and competes with the Airbus A320.

An executive conversion is offered as the Boeing Business Jet, and the 737-800ERX ("Extended Range") is available as a #Military variants. For many airlines in the U.S., the 737-800 replaced aging Boeing 727 trijets.

737-900 737-900

Boeing later introduced the 737-900, the longest variant to date. Alaska Airlines launched the 737-900 in 1997 and accepted delivery in 2000. Because the -900 retains the same exit configuration of the -800, seating capacity is limited to 177 seats in two classes, or 189 in a single-class layout. 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 A320.

737-900ER

The 737-900ER is the newest addition to the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued Boeing 757-200.

An additional pair of exit doors and a flat rear pressure bulkhead increase seating capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve 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. Then on April 27 2007, Boeing delivered the first 737-900ER to Lion Air. The airplane features a special dual paint scheme that combines the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage. Lion Air has ordered 100 737-900ERs to be delivered by 2013.

Business jet versions After the introduction of the next generation series (-600 to -900ER), Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including the 737-800 wing design.

Plans for a business jet version are not new. In the late 1980's, Boeing marketed the Boeing 77-33 jet, a business jet version of the 737-300. http://books.google.com/books?id=nA9UX1Az_k0C&pg=PA128&lpg=PA128&dq=boeing+%2277+33%22&source=web&ots=yRDVBCX1gT&sig=ZUQHl3dkjAH_7I8pgrJomHj_CL4 The name was short-lived.

Military and government variants The Boeing 737 has also been popular as a military variant. Some versions are:

The People's Liberation Army Air Force (PLAAF) of the People's Republic of China operates a 737-300 (registered B-4052) as an airborne command post.

Operators Civilian Military Many countries operate the 737 passenger and cargo variants in government or military applications.



Specifications {| style="font-size:100%; text-align:center"|- bgcolor="#DDDD"!Measurement!737-100!737-400!737-500!737-600!737-700!737-800!737-900ER|- bgcolor="#EEEEEE"|Cockpit Crew || colspan=7 | Two|- bgcolor="#EEEEEE"|Seating capacity || 118 (1-class) || 168 (1-class) || colspan=2 | 132 (1-class) || colspan=1 | 149 (1-class) || | 189 (1-class)|| | 215 (1-class)|- bgcolor="#EEEEEE"|Seat Pitch || 30inch (1-class) || 30" (1-class) || colspan=2 | 30" (1-class) || colspan=1 | 30" (1-class) || 30" (1-class) || 28" (1-class)|- bgcolor="#EEEEEE"|Seat width || 17.2" (1-class) || 17.2" (1-class) || colspan=2 | 17.2" (1-class) || colspan=1 | 17.2" (1-class) || 17.2" (1-class) || 17.2" (1-class)|- bgcolor="#EEEEEE"|Airplane Length || 28.6 m
(94 foot (length)) || 36.5 m
(119 ft 6 inch) || 31.1 m
(101 ft 8 in) || 31.2 m
(102 ft 6 in) || colspan=1 | 33.6 m
(110 ft 4 in) || 39.5 m
(129 ft 6 in) || 42.1 m
(138 ft 2 in)|- bgcolor="#EEEEEE"|Wingspan || 28.3 m
(93 ft) || colspan=2 | 28.9 m
(94 ft 8 in) || colspan=1 | 35.7 m
(117 ft 5 in) || 35.7 m
(117 ft 5 in) || 35.7 m
(117 ft 5 in) || 35.7 m
(117 ft 5 in)|- bgcolor="#EEEEEE"|Airplane Height || 11.3 m
(37 ft) || colspan=2 | 11.1 m
(36 ft 5 in) || 12.6 m
(41 ft 3 in) || colspan=3 | 12.5 m
(41 ft 2 in)|- bgcolor="#EEEEEE"|Wing Sweepback || colspan=3 | 25° || colspan=4 | 25.02°|- bgcolor="#EEEEEE"|Aspect Ratio || 8.83 || colspan = 2 | 9.16 || colspan=4 | 9.45|- bgcolor="#EEEEEE"|Fuselage Width || colspan=7 | 3.76 m (12 ft 4 in)|- bgcolor="#EEEEEE"|Fuselage Height || colspan=7 | 4.11 m (13' 6")|- bgcolor="#EEEEEE"|Cabin Width || colspan=7 | 3.54 m (11 ft 7 in)|- bgcolor="#EEEEEE"|Cabin Height || colspan=7 | 2.20 m (7 ft 3 in)|- bgcolor="#EEEEEE"|Weight Empty || 28,120 kg
(61,864 pound (mass)) || 33,200 kg
(73,040 lb) || 31,300 kg
(68,860 lb) || 36,378 kg
(80,031 lb) || 38,147kg
(84,100lb) || 41,413 kg
(91,108 lb) || 44,676 kg
(98,495 lb)|- bgcolor="#EEEEEE"|Maximum take-off weight || 49,190 kg
(108,218 lb) || 68,050 kg
(149,710 lb) || 60,550 kg
(133,210 lb) || 66,000 kg
(145,500 lb) || Basic: 70,080 kg
(154,500 lb)
ER: 77,565 kg
(171,000 lb) || 79,010 kg
(174,200 lb) || 85,130 kg
(187,700 lb)|- bgcolor="#EEEEEE"|Maximum landing weight || 44,906 kg
(99,000 lb) || 56,246 kg
(124,000 lb) || 49,895 kg
(110,000 lb) || 55,112 kg
(121,500 lb) || 58,604 kg
(128,928 lb) || colspan=2 | 66,361 kg
(146,300 lb)|- bgcolor="#EEEEEE"|Maximum zero-fuel weight || 40,824 kg
(90,000 lb) || 53,070 kg
(117,000 lb) || 46,720 kg
(103,000 lb) || 51,936 kg
(114,500 lb) || 55,202 kg
(121,700 lb) || colspan=2 | 62,732 kg
(138,300 lb)|- bgcolor="#EEEEEE"|Cargo Capacity || 18.4 m³
(650 ft³) || 38.9 m³
(1,373 ft³) || 23.3 m³
(822 ft³) || 21.4 m³
(756 ft³) || 27.3 m³
(966 ft³) || 45.1 m³
(1,591 ft³) || 52.5 m³
(1,852 ft³)|- bgcolor="#EEEEEE"|Takeoff run at MTOW || 1,990 m (6,646 ft) || 2,540 m (8,483 ft) || 2,470 m (8,249 ft) || 2,400 m (8,016 ft) || 2,480 m (8,283 ft) || colspan=2 | 2,450 m (8,181 ft)|- bgcolor="#EEEEEE"|Service Ceiling || 35,000 ft || colspan=2 | 37,000 ft || colspan=4 | 41,000 ft|- bgcolor="#EEEEEE"|Cruising speed (mach)|| | 0.74 || colspan=2 | 0.74 || colspan=3 | 0.785 || colspan=1 | 0.78|- bgcolor="#EEEEEE"|Maximum speed (mach) || colspan=7 | 0.82|- bgcolor="#EEEEEE"|Range fully loaded || 3,440 km (1,860 nautical mile) || 4,005 km (2,165 NM) || 4,444 km (2,402 NM) || 5,648 km (3,050 NM) || Basic: 6,230 km (3,365 NM)
WL: (3,900 NM)
ER: (5,375 NM) || 5,665 km (3,060 NM) || 4,996 km (2,700 NM)in one class layout, 5,925 km (3,200 NM)in two class layout|- bgcolor="#EEEEEE"|Max. fuel capacity || 17,860 L
4,725 USG || 23,170 L
6,130 USG || 23,800 L
6,296 USG || 26,020 L
6,875 USG || 26,020 L
6,875 USG || 26,020 L
6,875 USG || 29,660 L
7,837 USG|- bgcolor="#EEEEEE"|Engine manufacturer|| Pratt & Whitney || colspan=6 | CFM International|- bgcolor="#EEEEEE"|Engine type (x2)|| Pratt & Whitney JT8D || CFM International CFM56#CFM56-3 series || 56-3B-1 || CFM International CFM56#CFM56-7 series || 56-7B26 || 56-7B27 || 56-7|- bgcolor="#EEEEEE"|Takeoff Thrust || 19,000 lbf || align="center" | 22,000 lbf || 20,000 lbf || 20,600 lbf || 26,300 lbf || colspan=2 | 27,300 lbf|- bgcolor="#EEEEEE"|Cruising Thrust || 3,870 lbf || 4,930 lbf || 4,902 lbf || 5,210 lbf || colspan=3 |5,480 lbf|- bgcolor="#EEEEEE"|Fan Tip Diameter || 1.12 m (44 in) || colspan=2 | 1.52 m (60 in) || colspan=4 | 1.55 m (61 in)|- bgcolor="#EEEEEE"|Engine Bypass Ratio || 1.1:1 || 4.9:1 || 5.0:1 || 5.5:1 || 5.3:1 || colspan=2 |5.1:1|- bgcolor="#EEEEEE"|Engine Length || 3.20 m (126.1 in) || colspan=2 | 2.36 m (93 in) || colspan=4 | 2.51 m (98.7 in)|- bgcolor="#EEEEEE"|Engine Weight (dry) || 1,617.2 kg (3,558lb) || colspan=2 | 2,409.5 kg (4,301 lb) || 2,360 kg (5,194 lb) ||colspan=3 | 2,371 kg (5,216 lb)|- bgcolor="#EEEEEE"|Engine Ground Clearance || 51 cm (20 in) || colspan=4 | 46 cm (18 in) || colspan=2 | 48 cm (19 in)|}

Sources: ,

737 deliveries {| border="2" cellpadding="4" cellspacing="0" style="margin: 1em 1em 1em 0; border: 1px #aaa solid; border-collapse: collapse; font-size: 95%;"|-----200820072006200520042003200220012000199919981997199619951994199319921991199019891988|-||224|302|212|202|173|223|299|281|320|281|135|76|89|121|152|218|215|174|146|165|-|-----198719861985198419831982198119801979197819771976197519741973197219711970196919681967|-|161|141|115|67|83|95|108|92|77|40|25|41|51|55|23|22|29|37|114|105|4|-|}



Incidents Accidents summary

Statistics as of January 1, 2007:

Recent notable accidents









, 1988.







References External links



Related content {{aircontent||related=

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{{infobox Aircraft|subtemplate={{Infobox Boeing Aircraft--> |name =Boeing 737 |type =[Airliner |manufacturer =[Boeing Commercial Airplanes |image =Image:Air_Berlin_B737-700_Dreamliner_D-ABBN.jpg |caption =[Air Berlin Boeing 737-700 in Boeing New Colors |designer = |first flight =9 April [ |introduction =10 February [ with [Lufthansa |retired = |status = Active |primary user = [Southwest Airlines |more users = [Continental Airlines
[Ryanair
[US Airways |produced = - Present |number built =5,439 |unit cost ='''737 NG''' US$49.5-85 million ''http://www.atwonline.com/news/story.html?storyID=9337 "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials"'', Air Transport World, retrieved [June 26 [. |variants with their own articles =[Boeing Business Jet[Boeing T-43[Boeing 737 AEW&C[C-40 Clipper[P-8 Poseidon -->

The Boeing 737 is an United States of America short to medium range, single aisle, narrow-body aircraft jet airliner. With over 7,000 ordered and over 5,000 delivered, it is the most ordered and produced commercial passenger jet of all time and has been continuously manufactured by Boeing since 1967. The 737 is now so widely used that at any given time, there are over 1,250 airborne worldwide. 737 Facts. Boeing. Access date: 30 October 2006. On average, somewhere around the world, a 737 takes off or lands every five seconds.

Development The 737 was born out of Boeing's need to introduce a competitor in the short-range, small capacity jetliner market which had been pioneered by the Sud Aviation Caravelle, BAC 1-11 and the Douglas DC-9. While Boeing had originally planned for a 60 to 85 seat airplane, consultation with launch customer Lufthansa resulted in a change to 100 seats.Frawley, Gerard. The International Directory of Civil Aircraft, 2003-2004. Fyshwick, Australian Capital Territory, Australia: Aerospace Publications Pty Ltd, 2003, p. 53. ISBN 1-875671-58-7. The Lufthansa order was made after the airline reportedly received assurances from Boeing that the 737 would not be cancelled because of lack of orders. http://seattlepi.nwsource.com/business/259251_boeing13.html

Boeing was far behind its competitors when the 737 was launched, as rival aircraft were already into flight certification. To speed up the development time, Boeing reused 60 percent of the structure and systems of the existing Boeing 707, most notably the fuselage cross section, which permitted six-abreast seating compared to the rival 1-11 and DC-9's five-abreast layout. The same basic fuselage cross section was also used on the Boeing 727, and later on the Boeing 757.

Significantly, the widened cross-section and short fuselage complicated the aerodynamics of the planned aft-mounted engines. As a result, engineers mounted the engines on pylons directly to the underside of the wings; which kept the aircraft low to the ground for easy ramp operations.Sutter, Joe. 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, DC: Smithsonian Books, 2006, p. 76-78.ISBN 0-06-088241-9. Later in the 737's life when high-bypass turbofans were fitted, design changes to the Podded engine were required for ground clearance.

The final assembly of the 737 was adjacent to Boeing Field (now officially called King County International Airport) because the factory in Renton was at capacity building the 707 and 727. It was moved to Renton in late 1970. http://seattlepi.nwsource.com/business/259251_boeing13.htmlhttp://www.forecastinternational.com/notable/seattletimes.pdf A significant portion of the fuselage assembly is in Wichita, Kansas previously by Boeing but now by Spirit AeroSystems, which purchased some of Boeing's assets in Wichita. http://www.hispanicbusiness.com/news/newsbyid.asp?id=25041&cat=PR+Newswire&more=/pr_newswire/

Operational history The first 737-100 made its maiden flight on 9 April 1967 piloted by Brien Wygle and Lew Wallick "Original 737 Comes Home to Celebrate 30th Anniversary", The Boeing Company press release, May 2 1997. and entered service in February 1968 with Lufthansa, the first non-American airline to launch a new Boeing aircraft. The 737-200 made its maiden flight on 8 August 1967. Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were ever produced. The lengthened 737-200 was widely preferred and was produced until 1988. The launch customer of the 737-200 was United Airlines. The inaugural flight for United was flown on 28 April 1968 from Chicago O'Hare (ORD) to Grand Rapids, Michigan (GRR). After aircraft #135, a series of improvements were incorporated in to the 737-200. This became known as the 737-200 Advanced, which became the production standard.

In the early 1980s, the 737 was given its first major facelift. The 737 Classic series, a name given for the -300/400/500 series after the introduction of the -600/700/800 series, introduced new technology while retaining commonality with previous 737s. Fitting the CFM56 engine yielded significant gains in fuel economy, but also posed an engineering challenge given the low ground clearance of the 737. Boeing and engine supplier CFM International 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 bottom) of the engine pod, giving the 737 a distinctive non-circular air intake.

Prompted by the modern Airbus A320, Boeing initiated the 737 Next Generation (NG) program in 1993. 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 essentially that of a new airplane, but important commonality is retained from previous 737.

Image:boeing_737_cockpit.jpg] in Seattle, Washington.Image:Atamdw251_1.jpg|An ATA Airlines 737-800, a Next Generation model with a modern cockpit.

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 optional package is available for the 737NG models and standard equipment for the 737-900ER. The enhancements improve takeoff and landing performance.

Boeing has already hinted that a "clean sheet" replacement for the 737 (internally dubbed "Boeing Y1") could follow the Boeing 787.

On February 13, 2006, Boeing delivered the 5,000th 737 to Southwest Airlines. This 737-700 is the 447th 737 to join the carrier's all-Boeing 737 fleet.

On 21 August 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".Report alleges faulty parts in jets. United Press International, 21 August 2006 Access date: 22 August 2006.

takeoff.

On 7 February 2007, a Brazilian judge banned 737-700 and -800 aircraft from operating out of São Paulo’s Congonhas-São Paulo International Airport due to recent runway overrun incidents during wet weather. Judge bans Fokker 100s and Boeing 737s from São Paulo airport This ban was overturned the next day however.

Description Engines on the 737 Classic series (300, 400, 500) and Next-Generation series (600, 700, 800, 900) appear not to have circular inlets, as most aircraft do. The accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock position (forward looking aft). This was done because the 737 sits lower to the ground than most airplanes and the original 737s were designed for small P&W engines, but additional ground clearance was needed for the larger CFM56 engines. This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Boeing and CFM International, the engine manufacturer, claim that the shape actually yields slightly improved performance. The necessary nacelle redesign is known in the industry as "hamsterisation", because of the resemblance of the shape to the rodent. Because the engine is so close to the ground, 737-300s and later are more prone to engine foreign-object damage (FOD).

737s are not equipped with fuel dump systems. Depending upon the nature of the emergency, 737s either circle to burn-off fuel or land overweight. Also, the 737 has no full doors covering the main landing gear. The main landing gear (under the wings at mid-cabin) rotate into wells in the plane's belly, the legs being 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 links to the ground speed sensor that interfaces with the anti-skid brake system. When observing a 737 take off, or at low altitude, the dark circles of the tires can be plainly seen. Boeing states that this design saves weight and reduces complexity.

for testing.

Most 737 cockpits are equipped with "eyebrow windows" positioned above the main glareshield. Eyebrow windows were a feature of the original 707. They allowed for greater visibility in turns, and offered better sky views if navigating by stars. With modern avionics, they 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 in military variants and at customer request. These windows are sometimes removed and plugged, usually during maintenance overhauls and can be distinquished by a metal plug which differs from smooth metal which appears in later aircraft that were not originally fitted with the windows.

Blended winglets are available as retrofits and in production on newer 737 aircraft. These winglets stand approximately 8 feet tall and are installed at the wing tips. They help with reduced fuel burn (by reducing vortex drag), reduced engine wear, and less noise on takeoff.

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. The package consists of sealed leading-edge slats (improved lift), a two-position tail skid (enabling reduced approach speeds) and increased flight spoiler deflection on the ground. These improvements are standard on the 737-900ER.http://www.boeing.com/news/releases/2006/q3/060729a_nr.html

Variants The 737 models can be divided into three generations, including nine 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 nine variants, many feature additional versions.

737 Original 737-100 The initial model was the 737-100, and was the smallest model. It was launched by Lufthansa in 1964 (which, by extension, launched the 737 itself) and entered service in 1968. Only a total of 30 737-100s were ordered and delivered. No 737-100s remain in service or in airworthy condition. The original Boeing prototype (now owned by NASA) is on exhibit in the Museum of Flight in Seattle.

737-200 737-200 taking off from Carrasco International Airport (Montevideo, Uruguay). 737-200 Advanced.

The 737-200 was an extended version of the 737-100, in order to accommodate the U.S. market. United Airlines was the launch customer. It was launched in 1965 and entered service in 1968.

737-200 Advanced

The -200 was later updated as the 737-200 Advanced, which became the standard production version (from June 1971). The 737-200 Advanced was also sold as the 737-200 Executive Jet and the 737-200HGW (High Gross Weight).

These models are being phased out because of poor fuel efficiency, high noise emissions (despite the vast majority having had their JT8Ds fitted with hush kits) and escalating maintenance costs. A large number of the -200s still in operation are with "second tier" airlines and those of developing nations. The first generation 737s are all powered by Pratt & Whitney Pratt & Whitney JT8D low-bypass ratio turbofan engines.

Boeing also provided the 737-200C (C for "Convertible"), that allowed conversion between passenger and cargo use. The 737-200QC (QC for "Quick Change") was a further variation of the 737-200C, facilitating rapid conversion between roles.

The 737-200 Advanced aircraft is still in service with a number of airlines.

One option on the 737-200 was the gravel kit, which enables this aircraft to operate on unpaved runways. Until retiring its 737-200 fleet in 2007, Alaska Airlines utilized this option for some of its rural operations in Alaska. With the retirement of these aircraft, some airports, such have Red Dog Airport, have upgraded runway facilities from gravel to paved. http://www.dced.state.ak.us/dca/aeis/NWAB/Transportation/NWAB_Transportation_Narrative.htm http://www.world-airport-codes.com/Alaska/red-dog-6237.html

737 Classic 737-300 737-400. 737-500

The 737 Classic featured:

737-300 The 737-300 was the first major change of the 737 design, incorporating improvements while also retaining commonality with previous 737. The -300 was launched in 1981 by US Airways and Southwest Airlines, becoming the base model of the 737 Classic series. The 300 series remained in production until 1999 when the last aircraft was delivered to Air New Zealand on December 17 1999.

737-400 The 737-400 was stretched beyond the 737-300, primarily to accommodate charter airlines. Piedmont Airlines (1948-1989) and Pace Airlines were the launch customers. The -400 was launched in 1985 and entered service in 1988 with Piedmont.

The 737-400F is not a model delivered by Boeing but a converted 737-400 to an all cargo aircraft. Alaska Airlines was the first to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets. The airline has also converted two more into fixed combi aircraft for half passenger and freight. These 737-400 Combi aircraft are now in service.

737-500 The 737-500 was the final 737 Classic developed. It was launched in 1987 by Southwest Airlines and entered service in 1990. The -500 returned to near the fuselage length of the 737-200 while incorporating the improvements of the 737 Classic series. It offered a modern and direct replacement of the 737-200, while also allowing longer routes with fewer passengers to be more economical than with the 737-300.

Third-party conversion of passenger 737 Classics into cargo airplane are now available. Kitty Hawk Cargo was the first airline to receive a 737-300F while Alaska Airlines was the first airline to convert a 737-400F. No 737-500 have yet been converted.

737 Next Generation 737-600

In 1993, Boeing launched a large scale overhaul of the 737 Classic series. 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 like Lufthansa. After engineering trade studies and discussions with major 737 customers, Boeing proceeded to launch the 737 Next Generation series.

New features included:

737-600 The 737-600 was launched by Scandinavian Airlines System in 1995, but has suffered from weak sales, being most profitable for airlines focusing on long and thin routes. The 737-600 is the direct replacement of the 737-500 and competes with the Airbus A320. This is the only Boeing 737 still in production that does not include winglets as an option. http://www.boeing.com/commercial/737family/winglets/index.html

popularized Low-cost carrier with all-economy seating

737-700 The 737-700 was launched by Southwest Airlines in 1993 and entered service in 1998. It replaced the 737-300 in Boeing's lineup, and its direct competitor is the Airbus A320. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. An executive conversion is offered as the Boeing Business Jet. The BBJ1 is fitted with the stronger wings and landing gear from the 737-800, and has increased range (through the use of extra fuel tanks) over the other 737 models.

737-700C

This is a convertible version where the seats can be removed from the plane to carry cargo. There is a large door on the left side of the aircraft. The United States Navy launched the 737-700C.

737-700ER

Boeing launched this version on January 31 2006. Boeing Launches Longest-Range 737 with ANA All Nippon Airways is the launch customer, with the first one delivered on 16 February 2007. The 737-700ER is a mainline (flight) passenger version of the BBJ1 and 737-700IGW. It combines the 737-700 fuselage with the wings and landing gear of a 737-800. It will offer a range of 5,510 nautical miles, with seating for 126 passengers in a 2-class configuration. A competitor to this model would be the A319LR. The 700ER has the second longest range for a 737 after the BBJ2. It is able to fly transatlantic services such as FlyGlobespan services from Glasgow to Boston and Toronto

All Nippon Airways, Japan’s second-biggest carrier, is to pioneer the model in Asia with a daily service between Tokyo and Mumbai. ANA’s service, believed to be the first all-business class route connecting to a developing country, is to start on 1 September and use a Boeing 737-700ER outfitted with 36 seats and an extra fuel tank.

====737-800==== 737-800.

The 737-800 was a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by Boeing's discontinuation of the McDonnell Douglas MD-80 and MD-90 after Boeing's merger with McDonnell Douglas. The -800 was launched by Hapagfly (now TUIfly) in 1994 and entered service in 1998. The 737-800 seats 162 passengers in a two class layout, or 189 in one class, and competes with the Airbus A320.

An executive conversion is offered as the Boeing Business Jet, and the 737-800ERX ("Extended Range") is available as a #Military variants. For many airlines in the U.S., the 737-800 replaced aging Boeing 727 trijets.

737-900 737-900

Boeing later introduced the 737-900, the longest variant to date. Alaska Airlines launched the 737-900 in 1997 and accepted delivery in 2000. Because the -900 retains the same exit configuration of the -800, seating capacity is limited to 177 seats in two classes, or 189 in a single-class layout. 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 A320.

737-900ER

The 737-900ER is the newest addition to the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued Boeing 757-200.

An additional pair of exit doors and a flat rear pressure bulkhead increase seating capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve 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. Then on April 27 2007, Boeing delivered the first 737-900ER to Lion Air. The airplane features a special dual paint scheme that combines the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage. Lion Air has ordered 100 737-900ERs to be delivered by 2013.

Business jet versions After the introduction of the next generation series (-600 to -900ER), Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including the 737-800 wing design.

Plans for a business jet version are not new. In the late 1980's, Boeing marketed the Boeing 77-33 jet, a business jet version of the 737-300. http://books.google.com/books?id=nA9UX1Az_k0C&pg=PA128&lpg=PA128&dq=boeing+%2277+33%22&source=web&ots=yRDVBCX1gT&sig=ZUQHl3dkjAH_7I8pgrJomHj_CL4 The name was short-lived.

Military and government variants The Boeing 737 has also been popular as a military variant. Some versions are:

The People's Liberation Army Air Force (PLAAF) of the People's Republic of China operates a 737-300 (registered B-4052) as an airborne command post.

Operators Civilian Military Many countries operate the 737 passenger and cargo variants in government or military applications.



Specifications {| style="font-size:100%; text-align:center"|- bgcolor="#DDDD"!Measurement!737-100!737-400!737-500!737-600!737-700!737-800!737-900ER|- bgcolor="#EEEEEE"|Cockpit Crew || colspan=7 | Two|- bgcolor="#EEEEEE"|Seating capacity || 118 (1-class) || 168 (1-class) || colspan=2 | 132 (1-class) || colspan=1 | 149 (1-class) || | 189 (1-class)|| | 215 (1-class)|- bgcolor="#EEEEEE"|Seat Pitch || 30inch (1-class) || 30" (1-class) || colspan=2 | 30" (1-class) || colspan=1 | 30" (1-class) || 30" (1-class) || 28" (1-class)|- bgcolor="#EEEEEE"|Seat width || 17.2" (1-class) || 17.2" (1-class) || colspan=2 | 17.2" (1-class) || colspan=1 | 17.2" (1-class) || 17.2" (1-class) || 17.2" (1-class)|- bgcolor="#EEEEEE"|Airplane Length || 28.6 m
(94 foot (length)) || 36.5 m
(119 ft 6 inch) || 31.1 m
(101 ft 8 in) || 31.2 m
(102 ft 6 in) || colspan=1 | 33.6 m
(110 ft 4 in) || 39.5 m
(129 ft 6 in) || 42.1 m
(138 ft 2 in)|- bgcolor="#EEEEEE"|Wingspan || 28.3 m
(93 ft) || colspan=2 | 28.9 m
(94 ft 8 in) || colspan=1 | 35.7 m
(117 ft 5 in) || 35.7 m
(117 ft 5 in) || 35.7 m
(117 ft 5 in) || 35.7 m
(117 ft 5 in)|- bgcolor="#EEEEEE"|Airplane Height || 11.3 m
(37 ft) || colspan=2 | 11.1 m
(36 ft 5 in) || 12.6 m
(41 ft 3 in) || colspan=3 | 12.5 m
(41 ft 2 in)|- bgcolor="#EEEEEE"|Wing Sweepback || colspan=3 | 25° || colspan=4 | 25.02°|- bgcolor="#EEEEEE"|Aspect Ratio || 8.83 || colspan = 2 | 9.16 || colspan=4 | 9.45|- bgcolor="#EEEEEE"|Fuselage Width || colspan=7 | 3.76 m (12 ft 4 in)|- bgcolor="#EEEEEE"|Fuselage Height || colspan=7 | 4.11 m (13' 6")|- bgcolor="#EEEEEE"|Cabin Width || colspan=7 | 3.54 m (11 ft 7 in)|- bgcolor="#EEEEEE"|Cabin Height || colspan=7 | 2.20 m (7 ft 3 in)|- bgcolor="#EEEEEE"|Weight Empty || 28,120 kg
(61,864 pound (mass)) || 33,200 kg
(73,040 lb) || 31,300 kg
(68,860 lb) || 36,378 kg
(80,031 lb) || 38,147kg
(84,100lb) || 41,413 kg
(91,108 lb) || 44,676 kg
(98,495 lb)|- bgcolor="#EEEEEE"|Maximum take-off weight || 49,190 kg
(108,218 lb) || 68,050 kg
(149,710 lb) || 60,550 kg
(133,210 lb) || 66,000 kg
(145,500 lb) || Basic: 70,080 kg
(154,500 lb)
ER: 77,565 kg
(171,000 lb) || 79,010 kg
(174,200 lb) || 85,130 kg
(187,700 lb)|- bgcolor="#EEEEEE"|Maximum landing weight || 44,906 kg
(99,000 lb) || 56,246 kg
(124,000 lb) || 49,895 kg
(110,000 lb) || 55,112 kg
(121,500 lb) || 58,604 kg
(128,928 lb) || colspan=2 | 66,361 kg
(146,300 lb)|- bgcolor="#EEEEEE"|Maximum zero-fuel weight || 40,824 kg
(90,000 lb) || 53,070 kg
(117,000 lb) || 46,720 kg
(103,000 lb) || 51,936 kg
(114,500 lb) || 55,202 kg
(121,700 lb) || colspan=2 | 62,732 kg
(138,300 lb)|- bgcolor="#EEEEEE"|Cargo Capacity || 18.4 m³
(650 ft³) || 38.9 m³
(1,373 ft³) || 23.3 m³
(822 ft³) || 21.4 m³
(756 ft³) || 27.3 m³
(966 ft³) || 45.1 m³
(1,591 ft³) || 52.5 m³
(1,852 ft³)|- bgcolor="#EEEEEE"|Takeoff run at MTOW || 1,990 m (6,646 ft) || 2,540 m (8,483 ft) || 2,470 m (8,249 ft) || 2,400 m (8,016 ft) || 2,480 m (8,283 ft) || colspan=2 | 2,450 m (8,181 ft)|- bgcolor="#EEEEEE"|Service Ceiling || 35,000 ft || colspan=2 | 37,000 ft || colspan=4 | 41,000 ft|- bgcolor="#EEEEEE"|Cruising speed (mach)|| | 0.74 || colspan=2 | 0.74 || colspan=3 | 0.785 || colspan=1 | 0.78|- bgcolor="#EEEEEE"|Maximum speed (mach) || colspan=7 | 0.82|- bgcolor="#EEEEEE"|Range fully loaded || 3,440 km (1,860 nautical mile) || 4,005 km (2,165 NM) || 4,444 km (2,402 NM) || 5,648 km (3,050 NM) || Basic: 6,230 km (3,365 NM)
WL: (3,900 NM)
ER: (5,375 NM) || 5,665 km (3,060 NM) || 4,996 km (2,700 NM)in one class layout, 5,925 km (3,200 NM)in two class layout|- bgcolor="#EEEEEE"|Max. fuel capacity || 17,860 L
4,725 USG || 23,170 L
6,130 USG || 23,800 L
6,296 USG || 26,020 L
6,875 USG || 26,020 L
6,875 USG || 26,020 L
6,875 USG || 29,660 L
7,837 USG|- bgcolor="#EEEEEE"|Engine manufacturer|| Pratt & Whitney || colspan=6 | CFM International|- bgcolor="#EEEEEE"|Engine type (x2)|| Pratt & Whitney JT8D || CFM International CFM56#CFM56-3 series || 56-3B-1 || CFM International CFM56#CFM56-7 series || 56-7B26 || 56-7B27 || 56-7|- bgcolor="#EEEEEE"|Takeoff Thrust || 19,000 lbf || align="center" | 22,000 lbf || 20,000 lbf || 20,600 lbf || 26,300 lbf || colspan=2 | 27,300 lbf|- bgcolor="#EEEEEE"|Cruising Thrust || 3,870 lbf || 4,930 lbf || 4,902 lbf || 5,210 lbf || colspan=3 |5,480 lbf|- bgcolor="#EEEEEE"|Fan Tip Diameter || 1.12 m (44 in) || colspan=2 | 1.52 m (60 in) || colspan=4 | 1.55 m (61 in)|- bgcolor="#EEEEEE"|Engine Bypass Ratio || 1.1:1 || 4.9:1 || 5.0:1 || 5.5:1 || 5.3:1 || colspan=2 |5.1:1|- bgcolor="#EEEEEE"|Engine Length || 3.20 m (126.1 in) || colspan=2 | 2.36 m (93 in) || colspan=4 | 2.51 m (98.7 in)|- bgcolor="#EEEEEE"|Engine Weight (dry) || 1,617.2 kg (3,558lb) || colspan=2 | 2,409.5 kg (4,301 lb) || 2,360 kg (5,194 lb) ||colspan=3 | 2,371 kg (5,216 lb)|- bgcolor="#EEEEEE"|Engine Ground Clearance || 51 cm (20 in) || colspan=4 | 46 cm (18 in) || colspan=2 | 48 cm (19 in)|}

Sources: ,

737 deliveries {| border="2" cellpadding="4" cellspacing="0" style="margin: 1em 1em 1em 0; border: 1px #aaa solid; border-collapse: collapse; font-size: 95%;"|-----200820072006200520042003200220012000199919981997199619951994199319921991199019891988|-||224|302|212|202|173|223|299|281|320|281|135|76|89|121|152|218|215|174|146|165|-|-----198719861985198419831982198119801979197819771976197519741973197219711970196919681967|-|161|141|115|67|83|95|108|92|77|40|25|41|51|55|23|22|29|37|114|105|4|-|}



Incidents Accidents summary

Statistics as of January 1, 2007:

Recent notable accidents









, 1988.







References External links



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