![]() ![]() These enhanced short runway versions could increase pay or fuel loads when operating on runways under 5,000 feet (1,500 m). ![]() This short-field design package is an option on the 737-600, -700, and -800 and is standard equipment for the new 737-900ER. Overall, it is claimed to have a 2% improvement on fuel burn on longer stages. This new improvement is said to shave at least 1% off the overall drag and have some weight benefits. The CFM56-7B Evolution nacelle began testing in August 2009 to be used on the new 737 PIP (Performance Improvement Package) due to enter service mid-2011. Delta Air Lines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008. A weight reduction of 700 pounds (320 kg) on a 737-800 results in 0.5% reduction in fuel burn. 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 550–700 pounds (250–320 kg) depending on whether standard or high-capacity steel brakes were fitted. The optional package is available for the 737NG models and standard equipment for the 737-900ER. The enhancements improve takeoff and landing performance. In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Aéreos, which frequently operates from restricted airports. The flight test program used 10 aircraft: 3 -600s, 4 -700s, and 3 -800s. 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 Januit was granted FAA certification on August 18, 1998. The prototype 737−800 rolled out on June 30, 1997, and first flew on July 31, 1997, piloted by Jim McRoberts and again by Hewett. This aircraft, the 2,843rd 737 built, first flew on February 9, 1997, with pilots Mike Hewett and Ken Higgins. ![]() The first NG to roll out was a 737−700, on December 8, 1996. After working with potential customers, the 737 Next Generation (NG) program was announced on November 17, 1993. In 1991, Boeing initiated development of an updated series of aircraft. When regular Boeing customer United Airlines bought the more technologically advanced Airbus A320 with fly-by-wire controls, this prompted Boeing to update the slower, shorter-range 737 Classic variants into the more efficient, longer New Generation variants. The 737NG is superseded by the fourth generation 737 MAX, introduced in 2017.ĭevelopment The first 737NG, a 737-700, was rolled out on December 8, 1996, and first flew on February 9, 1997, it was later delivered to Southwest Airlines Background ![]() Boeing stopped assembling commercial 737NGs in 2019 and made the final deliveries in January 2020. The most-ordered variant was the 737-800, with 4,991 commercial, 191 military, and 23 corporate, or a total of 5,205 aircraft. The 737NG's primary competition is the Airbus A320 family.Īs of July 2023, a total of 7,124 737NG aircraft had been ordered, of which 7,105 had been delivered, with remaining orders for two -800, and 17 -800A variants. The series includes four variants, the −600/-700/-800/-900, seating between 108 and 215 passengers. It has CFM International CFM56-7 series engines, a glass cockpit, and upgraded and redesigned interior configurations. It has a redesigned wing with a larger area, a wider wingspan, greater fuel capacity, and higher maximum takeoff weights (MTOW) and longer range. Launched in 1993 as the third generation derivative of the Boeing 737, it has been produced since 1997 and is an upgrade of the 737 Classic (−300/-400/-500) series. The Boeing 737 Next Generation, commonly abbreviated as 737NG, or 737 Next Gen, is a narrow-body aircraft powered by two jet engines and produced by Boeing Commercial Airplanes. ![]()
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