Boeing 737

The Boeing 737 is an American short to medium range, single aisle, narrow body 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. 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. 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.

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 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 727, and later on the 757.

Significantly, the widened cross-section and short fuselage complicated the aerodynamics of the planned aft-mounted engines. As a result, engineers decided to mount the nacelles on pylons directly to the underside of the wings; specifically, this kept the aircraft low to the ground for easy ramp operations. Later in the 737's life when high-bypass turbofans were fitted, design changes to the engine pods 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. 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.

Operational history

The first 737-100 made its maiden flight on 9 April 1967 piloted by Brien Wygle and Lew Wallick 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 CFMI 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.

• 
  The cockpit of an early 737 on display at the Museum of Flight in Seattle.
• 
  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 "Y1") could follow the 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".

Boeing 737 planform is shown on this KLM takeoff.

On 7 February 2007, a Brazilian judge banned 737-700 and -800 aircraft from operating out of São Paulo’s Congonhas airport due to recent runway overrun incidents during wet weather. 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.

The Prototype 737 operated by NASA 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.

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

The first generation 737s are all powered by Pratt & Whitney JT8D low-bypass ratio turbofan engines.

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

File:Pluna.jpg

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

An Aero Asia International 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.

A large number of 737-200s is still in service, mostly with "second tier" airlines and those of developing nations. They 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.

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).

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.

One option on the 737-200 was the gravel kit, which enables this aircraft to operate on unpaved runways.[2][3] 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.

737 Classic

Astraeus 737-300

British Airways 737-400.

LOT Polish Airlines 737-500

The 737 Classic featured:

• CFM56 turbofan engines, nearly 20% more fuel efficient than the JT8D.
• Redesigned wing with improved aerodynamics.
• Flight deck improvements with optional EFIS (Electronic Flight Instrumentation System).
• Passenger cabin improvements similar to those on the Boeing 757.

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 USAir 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 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.[4] 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

A Scandinavian Airlines System 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:

• Improved CFM56-7 turbofan engine, 7% more fuel efficient than the CFM56-3
• New airfoil section, increased wing span, area, and chord
• Increased fuel capacity and higher MTOW
• Redesigned vertical stabilizer
• Six-screen LCD glass cockpit with modern avionics, retaining crew commonality with previous generation 737
• Passenger cabin improvements similar to those on the Boeing 777, featuring more curved surfaces and larger overhead bins than previous generation 737s. The Next Generation 737 interior was also adopted on the Boeing 757-300.
• Intercontinental range of over 3,000 nautical miles (5,556 km).

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 A318. This is the only Boeing 737 still in production that does not include winglets as an option.

File:Southwest Airlines Cabin.jpg

Southwest Airlines popularized low-cost fares 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 A319. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. An executive conversion is offered as the BBJ1. 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 US Navy launched the 737-700C.

737-700ER

Boeing launched this version on January 31 2006. All Nippon Airways is the launch customer, with the first one delivered on 16 February 2007. The 737-700ER is a mainline 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.[5]

737-800

A Ryanair Boeing 737-800 At Manchester International Airport, England

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 Hapag-Lloyd Flug (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 A320.

An executive conversion is offered as the BBJ2, and the 737-800ERX ("Extended Range") is available as a military variant. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets.

737-900

An Alaska Airlines 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 A321.

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 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.[6]

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. The name was short-lived.

Military and government variants

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

• T-43, a 737-200 - Used to train aircraft navigators for the U.S. Air Force. Some were modified into CT-43s which are used to transport passengers.
• C-40A Clipper, a 737-700C - The U.S. Navy's replacement for the C-9B Skytrain II. The C-40B and C-40C are used by the US Air Force for transport of Generals and other senior leaders.
• Boeing 737 AEW&C, a 737-700IGW (roughly similar to the 737-700ER) - This is an Airborne Early Warning and Control (AEW&C) version of the 737NG. Australia is the first customer (as Project Wedgetail), followed by Turkey and South Korea, with Italy anticipated.
• P-8 Poseidon, a 737-800ERX - On 14 June 2004, Boeing's Integrated Defense Systems division beat Lockheed Martin in the contest to replace the P-3 Orion maritime patrol aircraft. Eventual orders may exceed 100 from the US Navy. The P-8 is unique in that it has 767-400ER-style raked wingtips, instead of the blended winglets available on other 737NG variants.
• Boeing 737-2x9 Surveiller: An electronic version of the modified 737-200, used as a Maritime reconnaissance (MPA)/transport aircraft, fitted with SLAMMAR (Side-looking Multi-mission Airborne Radar). Three aircraft were sold to the Indonesian Air Force.
• Lockheed CATBird, a 737-300, modified with the nose of a Lockheed F-35 Lightning II, a pair of canards, and (inside) an F-35 cockpit; to be used to flight test the F-35's complete avionics suite.

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

Main article: List of Boeing 737 operators

Military

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

• Australia, Brazil, Chile, Colombia, India (Indian Air Force Transport), Indonesia, Kuwait, Mexico, Niger, Peru, People's Republic of China, South Korea, Taiwan (ROC's Air Force One), Thailand (Royal Thai Air Force), United Arab Emirates, United States (Air Force, Navy), Venezuela and Malaysia (Malaysian Air Force VIP).

Specifications

Measurement	737-100	737-400	737-500	737-600	737-700	737-800	737-900ER
Cockpit Crew	Two
Seating capacity	118 (1-class)	168 (1-class)	132 (1-class)		149 (1-class)	189 (1-class)	215 (1-class)
Seat Pitch	30" (1-class)	30" (1-class)	30" (1-class)		30" (1-class)	30" (1-class)	28" (1-class)
Seat width	17.2" (1-class)	17.2" (1-class)	17.2" (1-class)		17.2" (1-class)	17.2" (1-class)	17.2" (1-class)
Airplane Length	28.6 m (94 ft)	36.5 m (119 ft 6 in)	31.1 m (101 ft 8 in)	31.2 m (102 ft 6 in)	33.6 m (110 ft 4 in)	39.5 m (129 ft 6 in)	42.1 m (138 ft 2 in)
Wingspan	28.3 m (93 ft)	28.9 m (94 ft 8 in)		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)
Airplane Height	11.3 m (37 ft)	11.1 m (36 ft 5 in)		12.6 m (41 ft 3 in)	12.5 m (41 ft 2 in)
Wing Sweepback	25°			25.02°
Aspect Ratio	8.83	9.16		9.45
Fuselage Width	3.76 m (12 ft 4 in)
Fuselage Height	4.11 m (13' 6")
Cabin Width	3.54 m (11 ft 7 in)
Cabin Height	2.20 m (7 ft 3 in)
Weight Empty	28,120 kg (61,864 lb)	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)
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)
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)	66,361 kg (146,300 lb)
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)	62,732 kg (138,300 lb)
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)
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)	2,450 m (8,181 ft)
Service Ceiling	35,000 ft	37,000 ft		41,000 ft
Cruising speed (mach)	0.74	0.74		0.785			0.78
Maximum speed (mach)	0.82
Range fully loaded	3,440 km (1,860 NM)	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
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
Engine manufacturer	Pratt & Whitney	CFM International
Engine type (x2)	JT8D-7	56-3B-2	56-3B-1	56-7B20	56-7B26	56-7B27	56-7
Takeoff Thrust	19,000 lbf	22,000 lbf	20,000 lbf	20,600 lbf	26,300 lbf	27,300 lbf
Cruising Thrust	3,870 lbf	4,930 lbf	4,902 lbf	5,210 lbf	5,480 lbf
Fan Tip Diameter	1.12 m (44 in)	1.52 m (60 in)		1.55 m (61 in)
Engine Bypass Ratio	1.1:1	4.9:1	5.0:1	5.5:1	5.3:1	5.1:1
Engine Length	3.20 m (126.1 in)	2.36 m (93 in)		2.51 m (98.7 in)
Engine Weight (dry)	1,617.2 kg (3,558lb)	2,409.5 kg (4,301 lb)		2,360 kg (5,194 lb)	2,371 kg (5,216 lb)
Engine Ground Clearance	51 cm (20 in)	46 cm (18 in)				48 cm (19 in)

Sources: [7], [8]

737 deliveries

2008	2007	2006	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994	1993	1992	1991	1990	1989	1988
	224	302	212	202	173	223	299	281	320	281	135	76	89	121	152	218	215	174	146	165
1987	1986	1985	1984	1983	1982	1981	1980	1979	1978	1977	1976	1975	1974	1973	1972	1971	1970	1969	1968	1967
161	141	115	67	83	95	108	92	77	40	25	41	51	55	23	22	29	37	114	105	4

• Last Updated: September 24, 2007

Incidents

Accidents summary

Statistics as of January 1, 2007:

• Hull-loss Accidents: 115 with a total of 3272 fatalities
• Other occurrences: 6 with a total of 242 fatalities
• Hijackings: 96 with a total of 325 fatalities

Recent notable accidents

• 14 August 2005 - Helios Airways, Flight 522, a 737-300 with 121 on board suffered a loss of cabin pressure. It is suspected that the pressure regulating valve was left open in the manual position, and caused depressurization during the ascent. All 121 aboard the aircraft were killed.

• 29 September 2006 - Gol Transportes Aéreos, Flight 1907, a 737-800 Brazilian airliner with 154 people on board crashed following a midair collision with a Embraer Legacy 600. All on board the 737 were killed. The Legacy landed safely at a Brazilian Air Force Base.[9]

• 29 October, 2006 - ADC Airlines, Flight 53, a 737-200 crashed during a storm shortly after takeoff from Abuja, Nigeria. All but seven of the 104 passengers and crew are reported to have been killed.[10]

• 1 January 2007 - Adam Air, Flight 574, a 737-400 carrying 102 people went missing near a mountainous area during stormy weather in Indonesia. The plane was on a two-hour flight from Juanda International Airport, Surabaya, East Java to Sam Ratulangi Airport, Manado, on Sulawesi's northern tip and carried six crew and 96 passengers, including 11 children.[11][12]

File:Alohaairlinesdisaster.jpg

The damaged 737 from Aloha Airlines Flight 243, 1988.

• 7 March 2007 - Garuda Indonesia Flight 200, a 737-400 carrying 140 people burst into flames while landing in Yogyakarta, Indonesia. A total of 22 people were killed.[13]

• 5 May 2007 - Kenya Airways Flight 507, a 737-800 carrying 106 passengers and nine crew lost contact and crashed on a flight to Nairobi, Kenya from Abidjan, Côte d'Ivoire, after making a scheduled stop at Douala, Cameroon.

• 20 August 2007, China Airlines Flight 120, a Boeing 737-800 inbound from Taipei, caught fire shortly after landing at Naha Airport in Okinawa Prefecture, Japan. There were no fatalities. Following this incident, the FAA issued an Emergency Airworthiness Directive (EAD) on 25 August ordering inspection of all Boeing 737NG series aircraft for loose components in the wing leading edge slats within 24 days. On 28 August, after initial reports from these inspections, the FAA issued a further EAD requiring a detailed or boroscope inspection within ten days, and an explicit tightening of a nut-and-bolt assembly within 24 days[14]

External links

• 737 page on Boeing.com
• Boeing 737 technical guide site
• About the gravel kit on Boeing 737-200
• Boeing 737-400 on Aircraft-Info.net
• Aviation History Online - Boeing 737-100/200 and Boeing 737-300/400/500
• Aerospace Technology - Boeing 737-600/700/800/900

• Celebrating the 5000th 737 on FlightInternational.com
• Boeing 737NG operator list
• Boeing 737 Management Reference Guide (for 737 airline pilots)
• How to start a real Boeing 737 Tutorial

Related content

• Competition between Airbus and Boeing

Template:Boeing Airliners Related development

• Boeing Business Jet
• Boeing T-43
• Boeing 737 AEW&C
• C-40 Clipper
• P-8 Poseidon

Aircraft of comparable role, configuration, and era

• Airbus A320
• Boeing 717
• Bombardier CSeries
• Dassault Mercure
• Embraer E-Jets
• McDonnell Douglas DC-9
• McDonnell Douglas MD-80/MD-90
• Tupolev Tu-124
• Tupolev Tu-134

Related lists

• List of Boeing 737 operators
• List of Boeing 737 orders
• List of airliners