Here is the start of a new aviation chapter!
Time to scale up the fun, MAXimize knowledge, and develop proficiency on the world’s highest-selling commercial jet-liner in history, the beautiful Boeing 737.
With its aggressive-looking fuselage, more than eager to slice through the air at high Mach and its easily distinguishable hamster-cheeked engines, the 737 is a well-loved dweller of most commercial airports around the globe.
Originally envisioned in 1964, the 737 made its maiden flight in April 1967 in its 737-100 model. The “Originals” (737-100 and 200) dominated the scene until the early 1980s.
Faced by the need to increase the capacity and range of its jet-liners, Boeing continued to innovate and developed its second-generation derivative of 737, nicknamed later on as “The Classics”. Produced from 1984 until 2000, they include three variants: -300, -400, and -500, with a maximum capacity of respectively 149 and 174. The 737-500, in its case, had the longest range of the family.
737 Classics Key Dates:
March 1981: 737-300 anncounced.
17 Jan 1984: Prototype 737-300 rolled out.
24 Feb 1984: First flight of 737-300.
24 Jul 1986: EADI & EHSI certified by the FAA.
19 Feb 1988: First flight of 737-400.
25 Feb 1991: 2000th 737 delivered.
26 Jan 1998: 3000th 737 rolled out.
9 Dec 1999: Final 737 “Classic” – a 737-400 is rolled out.
The Boeing 737 Next Generation, NG, or 737NextGen, are introduced in the 1990s. They display a redesigned, increased span laminar flow wing, a upgraded “glass” cockpit, and a brand-new interior. One key number and fact about the NGs, is that they include 33% fewer parts than the Classics. This greatly reduces their production time. Furthermore, improvements in design, performance, total fuel capacity, increase the range of the NGs by 900 nmi, for the first time permitting transcontinental service for the airplane.
I will be operating on the 737-800, hoping to start catching glimpses of the dual-feathered 737 MAX 200 in 2019. In the meantime, here are some numbers from my new bird!
Width : 35.79 m
Lenght : 39.5 m
Wingtip radius : 22.9 m
CFM 56-7B (maxi thurst 26k lbs, can be derated to 24k and 22k)
– 950° T/O (5 minutes maximum)
– 925° Maximum continuous
– 725° Engine start
Max Fuel temperature : +49°
Min Fuel temperature : -43° or 3° above fuel freezing point, whichever higher
3 Systems: SYSTEM A, SYSTEM B, STANDBY
Maximum 41 000 ft
For T/O and Landing 8400 ft
Runway slopes : ± 2%
Max tailwind for T/O & Landing: 10 kt
Max demonstrated crosswind (runway dry or wet): 36 kt
Automatic landing (dual channel CAT2 or CAT3 approach):
– tailwind ………………………..…. 10 kt
– crosswind ………………………….20 kt
– headwind ………………………… 25 kt
Max cabin differential pressure: 9.1 psi
Max cabin differential pressure for T/O & LDG: 0.125 psi
VMO / MMO: 340 kt / 0.82M
Turbulence: 280 KIAS /0.76M