Misplaced Pages

#54945

98-654: The airport can handle aircraft up to the Boeing 737 in size and operates seasonal flights from Santiago de Chile . Travel options vary between high and low tourist season. There is mountainous terrain north and south of the runway. This article about an airport in Chile is a stub . You can help Misplaced Pages by expanding it . Boeing 737 The Boeing 737 is an American narrow-body airliner produced by Boeing at its Renton factory in Washington . Developed to supplement

196-634: A VIP aircraft by the Mexican Air Force for 23 years under registration TP-03. TP-03 would be broken up in 2006. The first 737-100, NASA 515, is on static display in the Museum of Flight in Seattle and is the last surviving example of the type. The 737-200 was a 737-100 with an extended fuselage, launched by an order from United Airlines in 1965 and entered service with the launch customer in April 1968. Its unit cost

294-523: A clean low wing. The configuration was later retained in many narrow-body aircraft and regional jets . The initial I, III and VI variants could seat 90 to 99 passengers over 1,650 to 2,500 km (890 to 1,350 nmi). The later, slightly longer 10/11 variants could seat 99 to 118 passengers over 2,800 to 3,300 km (1,500 to 1,800 nmi) and were powered by Pratt & Whitney JT8D low-bypass turbofans. The stretched Caravelle 12 could seat 131 over 3,200 km (1,700 nmi). On 12 October 1951,

392-458: A design team, which cooperated with CFM International to select, modify and deploy a new engine and nacelle that would make the 737-300 into a viable aircraft. They chose the CFM56-3B-1 high-bypass turbofan engine to power the aircraft, which yielded significant gains in fuel economy and a reduction in noise, but also posed an engineering challenge, given the low ground clearance of the 737 and

490-518: A gravel deflector on the nose gear and a vortex dissipator extending from the front of the engine. Alaska Airlines used the gravel kit for some of its combi aircraft rural operations in Alaska until retiring its -200 fleet in 2007. Air Inuit , Nolinor Aviation and Chrono Aviation still use the gravel kit in Northern Canada. Canadian North also operated a gravel-kitted 737-200 Combi, but this

588-519: A highly altered wing; an aerodynamic fairing behind the fin of the tailplane; expanded cargo capacity via raised floor support struts; and higher cabin windows. Other changes included the adoption of variable-displacement pumps for the hydraulic system and the use of AC-based generators in place of earlier DC counterparts along with an auxiliary power unit (APU). The redesigned wing was equipped with double-slotted Fowler flaps , additional and repositioned stall vanes , aerodynamic improvements to

686-552: A narrow fuselage and shoulder-mounted wing, similar to many regional propliners. Proposals from SNCASO included the S.O.60 with two Rolls-Royce Avon RA.7 engines, outfitted with two smaller Turbomeca Marborés as auxiliaries. SNCASE had also returned a number of designs from the X-200 to X-210, all of these being purely jet-powered. On 28 March 1952, after studying the various entries, the Comité du Matériel Civil announced that it had produced

784-423: A need for a new aircraft to supplement the 727 on short and thin routes. Preliminary design work began on May 11, 1964, based on research that indicated a market for a fifty to sixty passenger airliner flying routes of 50 to 1,000 miles (100 to 1,600 km). The initial concept featured podded engines on the aft fuselage, a T-tail as with the 727, and five-abreast seating. Engineer Joe Sutter relocated

882-456: A new Boeing aircraft. Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were produced. The -200 was rolled out on June 29, 1967, and had its maiden flight on August 8, 1967. It was then certified by the FAA on December 21, 1967. The inaugural flight for United Airlines took place on April 28, 1968, from Chicago to Grand Rapids, Michigan . The lengthened -200

980-502: A range similar to the Airbus A319LR . The 737-800 was a stretched version of the 737-700 launched on September 5, 1994. The -800 seats 162 passengers in a two-class or 189 passengers in a high-density, one-class layout. Launch customer Hapag-Lloyd Flug (now TUIfly ) received the first one in April 1998. The -800 replaced directly the -400 and aging 727-200 of US airlines. It filled also the gap left by Boeing's decision to discontinue

1078-416: A retrofit was provided for active aircraft. Longer nacelle/wing fairings were introduced, and the airflow over the flaps and slats was improved. The production line also introduced an improvement to the flap system, allowing increased use during takeoff and landing. All these changes gave the aircraft a boost to payload and range, and improved short-field performance. Both the first and last 737-100s became

SECTION 10

#1732873098055

1176-521: A revised windscreen design, soundproofing , a new luggage compartment door, and wing spoilers . The Caravelle 10A and 10B, which differed only in the engines used and were commonly referred to as the Super Caravelle , featured the improvements of the VI-R in addition to a high degree of further design changes. The more high-profile modifications included a stretch of the fuselage by 33 inches (84 cm);

1274-474: A short list of three entrants: the four-engined Avon/Marbore SNCASO S.0.60, the twin-Avon Hurel-Dubois project, and the three-engined Avon SNCASE X-210. At this point, British engine manufacturer Rolls-Royce had already begun to offer a new version of the Avon that was to be capable of developing 9,000 lbf (40 kN) of thrust, which would render the auxiliary engines of the S.O.60 and the third engine featured on

1372-485: A single-class layout with slimline seats requiring an extra pair of exit doors . The MAX 200 would be 20% more cost-efficient per seat, including 5% lower operating costs than the MAX 8 and would be the most efficient narrow-body on the market when entering service. In mid-November 2018, the first MAX 200 of the 135 ordered by Ryanair rolled out, in a 197-seat configuration. It was first flown from Renton on January 13, 2019, and

1470-495: A strengthened wing spar . The -400s first flight was on February 19, 1988, and, after a seven-month/500-hour flight-testing run, entered service with Piedmont Airlines that October. The last two -400s, i.e. the last 737 Classics series, were delivered to CSA Czech Airlines on February 28, 2000. The 737-400 was replaced by the 737-800 of the Next Generation series. The 737-400SF was a 737-400 converted to freighter, though it

1568-481: A total of 172 Caravelles had been sold to a range of operators. Aviation writer M.G. Douglas attributed the type's favourable early sales record to the effective marketing campaign of performing demonstrations to prospective customers using the two prototypes, as well to the Caravelle having effectively no jet-powered rivals, being the only short-haul jetliner for several years following its introduction. Several models of

1666-552: A total of 20 different designs were ultimately received. The majority of these proposals were powered by all- turbojet engine arrangements, although Breguet had entered a number of designs that were powered by both turbojet and turboprop engines; among these was one for a Snecma Atar -powered tri-jet to be developed in association with the SNCA du Nord and a turboprop type; all of the different designs were designated as Br. 978 . Hurel-Dubois had entered several turboprop designs based on

1764-428: A two class and 189 in a high-density, one class layout. The launch customer Alaska Airlines received the delivery on May 15, 2001. The 737-900ER (Extended Range) is the newest and largest variant of the 737NG generation. An additional pair of exit doors and a flat rear pressure bulkhead increased its seating capacity to 180 passengers in a two-class and up to 220 passengers in a one-class configuration. The -900ER

1862-919: Is the name given to the 737-300/400/500 series after the introduction of the -600/700/800/900 series of the Boeing 737 family. Produced from 1984 to 2000, a total of 1,988 Classic series were delivered. Close to the next major upgrade of single aisle aircraft at Airbus and Boeing, the price of jet fuel reached a peak in 2008, when airlines devoted 40% of the retail price of an air ticket to pay for fuel, versus 15% in 2000. Consequently, in that year carriers retired Boeing 737 Classic aircraft to reduce fuel consumption; replacements consisted of more efficient 737 Next Generation or A320 family aircraft. On June 4, 2008, United Airlines announced it would retire all 94 of its Classic 737 aircraft (64 737-300 and 30 737-500 aircraft), replacing them with A320 family jets taken from its Ted subsidiary, which has been shut down. This intensified

1960-516: The 737 MAX -7/8/9/10 variants, powered by improved CFM LEAP -1B high-bypass turbofans and accommodating 138 to 204 people, entered service in 2017. Boeing Business Jet versions have been produced since the 737NG, as well as military models. As of October 2024 , 16,705 Boeing 737s have been ordered and 11,898 delivered. Initially, its main competitor was the McDonnell Douglas DC-9 , followed by its MD-80 / MD-90 derivatives. In 2013,

2058-475: The Air Transport Association maintenance and engineering conference by chief project engineer Jack Steiner, where its elaborate high-lift devices raised concerns about maintenance costs and dispatch reliability. The original 737 continued to be developed into thirteen passenger, cargo, corporate and military variants. These were later divided into what has become known as the four generations of

SECTION 20

#1732873098055

2156-689: The Airbus A318 . The 737-700, the first variant of the Next-Generation, was launched in November 1993 with an order of 63 aircraft. The -700 seats 126 passengers in a two-class or 149 passengers in a one-class layout. The launch customer Southwest Airlines took the first delivery in December 1997. The 737-700 replaced the 737-300 and competes with the Airbus A319 . The 737-700C is a convertible version where

2254-464: The BAC One-Eleven (BAC-111), Douglas DC-9 , and Fokker F28 were already into flight certification. To expedite development, Boeing used 60% of the structure and systems of the existing 727, particularly the fuselage, which differs in length only. This 148-inch (3.76 m) wide fuselage cross-section permitted six-abreast seating compared to the rivals' five-abreast. The 727's fuselage was derived from

2352-720: The Boeing 727 on short and thin routes, the twinjet retained the 707 fuselage width and six abreast seating but with two underwing Pratt & Whitney JT8D low-bypass turbofan engines. Envisioned in 1964, the initial 737-100 made its first flight in April 1967 and entered service in February 1968 with Lufthansa . The lengthened 737-200 entered service in April 1968, and evolved through four generations, offering several variants for 85 to 215 passengers. The First Generation 737-100/200 variants were powered by Pratt & Whitney JT8D low-bypass turbofan engines and offered seating for 85 to 130 passengers. Launched in 1980 and introduced in 1984,

2450-536: The CFM LEAP -1B engine, with American Airlines intending to order 100 of these aircraft. On August 30, 2011, Boeing confirmed the launch of the 737 new engine variant, to be called the Boeing 737 MAX . It was based on earlier 737 designs with more efficient LEAP-1B power plants, aerodynamic improvements (most notably split-tip winglets ), and airframe modifications. It competes with the Airbus A320neo family that

2548-553: The CFM56 . The 737 went on to become the highest-selling commercial aircraft in terms of orders until surpassed by the competing Airbus A320 family in October 2019, but maintains the record in total deliveries. The fuselage is manufactured in Wichita, Kansas , by Boeing spin-off company Spirit AeroSystems , before being moved by rail to Renton. The Renton factory has three assembly lines for

2646-666: The Comité du matériel civil (civil aircraft committee) published a specification for a medium-range aircraft, which was later sent to the aviation industry by the Direction technique et industrielle . This called for an aircraft capable of carrying 55 to 65 passengers and 1,000 kg (2,200 lb) of cargo on routes up to 2,000 km (1,100  nmi ; 1,200  mi ) with a cruising speed of about 600 km/h (320  kn ; 370  mph ). The type and number of engines were not specified. Since 1946, various design studies for aircraft in this category had already been underway at several of

2744-656: The U.S. Air Force . Some were modified into CT-43s, which are used to transport passengers, and one was modified as the NT-43A Radar Test Bed. The first was delivered on July 31, 1973, and the last on July 19, 1974. The Indonesian Air Force ordered three modified 737-200s, designated Boeing 737-2X9 Surveiller . They were used as Maritime reconnaissance (MPA)/transport aircraft, fitted with SLAMMAR (Side-looking Multi-mission Airborne Radar). The aircraft were delivered between May 1982 and October 1983. After 40 years, in March 2008,

2842-442: The de Havilland Comet . SNCASE merged into the larger Sud Aviation conglomerate before the aircraft entered revenue service on April 26, 1959, with Scandinavian Airlines System (SAS); 282 were built until production ended in 1972. It was ordered by airlines on every continent and operated until its retirement in 2005. The short-range, five-abreast airliner is powered by two aft-mounted Rolls-Royce Avon turbojet engines, allowing

2940-403: The wing root and adjustments to the leading edge that improved the performance of the wing during the crucial takeoff and landing phases of flight. Despite its commercial success, however, the Caravelle was soon displaced from being the focus of Sud Aviation's development efforts as the majority of the company's design engineers were progressively reallocated onto an entirely new project that

3038-410: The -500. The Boeing 737 Next Generation , abbreviated as 737 Next Gen or 737NG , is the name given to the main models 737-600/700/800/900 series and the extended range -700ER/900ER variants of the Boeing 737 family. It has been produced since 1996 and introduced in 1997, with a total order of 7,097 aircraft, of which 7,031 have been delivered as of May 2019 . The primary goal was to re-engine

Pucón Airport - Misplaced Pages Continue

3136-502: The 200-unit mark. The Caravelle belongs to the first generation of passenger aircraft to use newly developed jet propulsion technology, and it was the first jet airliner developed specifically for the short/medium-range sector of the market. Early in the Caravelle's career, its chief competitors were propeller-driven aircraft, such as the British-built Vickers Viscount and the U.S.-built Convair CV-440 . Reportedly,

3234-463: The 707. The proposed wing airfoil sections were based on those of the 707 and 727, but somewhat thicker; altering these sections near the nacelles achieved a substantial drag reduction at high Mach numbers. The engine chosen was the Pratt & Whitney JT8D -1 low-bypass ratio turbofan engine, delivering 14,500 pounds-force (64  kN ) of thrust. The concept design was presented in October 1964 at

3332-594: The 737 MAX; a fourth is planned to open at the Everett factory in 2024. The Boeing 737 Original is the name given to the -100/200 and -200 Advanced series of the Boeing 737 family. The initial model was the 737-100, the smallest variant of the 737 aircraft family, which was launched in February 1965 and entered service with Lufthansa in February 1968. In 1968, its unit cost was US$ 3.7M (1968), $ 32.4M today. A total of 30 737-100s were ordered: 22 by Lufthansa, 5 by Malaysia–Singapore Airlines (MSA) and 2 by Avianca with

3430-421: The 737 project would not be canceled. Consultation with Lufthansa over the previous winter had resulted in the seating capacity being increased to 100. On April 5, 1965, Boeing announced an order by United Airlines for 40 737s. United wanted a slightly larger capacity than the 737-100, so the fuselage was stretched 36 inches (91 cm) ahead of, and 40 inches (102 cm) behind the wing. The longer version

3528-524: The 737 with the high pressure ratio CFM56-7. By the early 1990s, as the MD-80 slowly withdrew from the competition following the introduction of the MD-90, it had become clear that the new A320 family was a serious threat to Boeing's market share. Airbus won previously loyal 737 customers, such as Lufthansa and United Airlines. In November 1993, to stay in the single aisle competition, Boeing's board of directors authorized

3626-432: The 737-100 for commercial flight on December 15, 1967. It was the first aircraft to have, as part of its initial certification, approval for Category II approaches , which refers to a precision instrument approach and landing with a decision height between 98 and 197 feet (30 and 60 m). Lufthansa received its first aircraft on December 28, 1967, and on February 10, 1968, became the first non-American airline to launch

3724-525: The 737-900 and competes with the Airbus A321neo . The 737 MAX 10 was proposed as a stretched MAX 9 in mid-2016, enabling seating for 230 in a single class or 189 in two-class layout, compared to 193 in two-class seating for the A321neo. The modest 66-inch (1.7 m) stretch of fuselage enables the MAX 10 to retain the existing wing and CFM Leap 1B engine from the MAX 9 with a trailing-link main landing gear as

3822-408: The Boeing 737 family: The launch decision for the $ 150 million (~$ 1.11 billion in 2023) development was made by the board on February 1, 1965. The sales pitch was big-jet comfort on short-haul routes. Lufthansa became the launch customer on February 19, 1965, with an order for 21 aircraft, worth $ 67 million (~$ 494 million in 2023) after the airline had been assured by Boeing that

3920-528: The CFM56 included the U.S. Air Force with its program to re-engine KC-135 tankers. The passenger capacity of the aircraft was increased to 149 by extending the fuselage around the wing by 9 feet 5 inches (2.87 m). The wing incorporated several changes for improved aerodynamics. The wingtip was extended 9 inches (23 cm), and the wingspan by 1 foot 9 inches (53 cm). The leading-edge slats and trailing-edge flaps were adjusted. The tailfin

4018-431: The Caravelle proved to be a highly reliable airliner during its early years of service. The low accident rate for the type led to lower than average insurance premiums for Caravelle operators. The Caravelle was typically powered by a pair of British-built Rolls-Royce Avon turbojet engines, installed in a rear-mounted position close to the tail unit. Various models of the Avon engine were adopted for different versions of

Pucón Airport - Misplaced Pages Continue

4116-458: The Caravelle were developed and produced over the lifetime of the production run, often in response to the increasing power of the available engines, which allowed higher takeoff weights to be adopted. By 1963, there were a total of six different versions of the Caravelle in production, designated III , VI-N , VI-R , 10A , 10B , and X-BIR . Of these, the Caravelle III was considered to be

4214-456: The FAA cleared the MAX to return to service. Before the aircraft can fly again, repairs must be implemented and airlines' training programs must be approved. Passenger flights in the U.S. are expected to resume before the end of the year. Worldwide, the first airline to resume passenger service was Brazilian low-cost Gol , on December 9, 2020. The 737 MAX 7, a shortened variant of the MAX ;8,

4312-471: The Italian aircraft manufacturer Fiat Aviazione , which produced the aircraft's tailplane, fin, ailerons , and engine nacelles ; and French aviation firm Breguet Aviation , which performed the outfitting of the rear fuselage; while much of the ancillary equipment of the Caravelle originated from either British or U.S. manufacturers. Sud Aviation constructed and outfitted the nose section, along with manufacturing

4410-525: The MD-80 and MD-90 aircraft, following Boeing's merger with McDonnell Douglas . The 737-800 is the most widely used narrowbody aircraft and competes primarily with the Airbus A320. The 737-900 was launched in 1997 and took its first flight on August 3, 2000. It retains the MTOW , fuel capacity, trading range for payload and also the exit configuration of the -800, limiting its seat capacity to approximately 177 in

4508-407: The Next Generation program to mainly upgrade the 737 Classic series. In late 1993, after engineering trade studies and discussions with major customers, Boeing proceeded to launch a second derivative of the Boeing 737, the 737 Next Generation (NG) -600/700/800/900 series. It featured a redesigned wing with a wider wingspan and larger area, greater fuel capacity, longer range and higher MTOWs . It

4606-403: The Next Generation series. The 737-500 was offered as a modern and direct replacement of the 737-200. It was launched in 1987 by Southwest Airlines , with an order for 20 aircraft, and it flew for the first time on June 30, 1989. A single prototype flew 375 hours for the certification process, and on February 28, 1990, Southwest Airlines received the first delivery. The -500 incorporated

4704-533: The Second Generation 737 Classic -300/400/500 variants were upgraded with more fuel-efficient CFM56-3 high-bypass turbofans and offered 110 to 168 seats. Introduced in 1997, the Third Generation 737 Next Generation (NG) -600/700/800/900 variants have updated CFM56-7 high-bypass turbofans, a larger wing and an upgraded glass cockpit , and seat 108 to 215 passengers. The latest, and Fourth Generation,

4802-447: The X-210 unnecessary. The Committee issued a request for SNCASE to re-submit its X-210 proposal as a twin-Avon design. In doing so, SNCASE decided to not remove the remaining engines from their rear-mounted position; most designs had placed the engines underneath the wing, where they could be mounted on the spar for lower overall weight, but it was felt that these weight savings were not worth

4900-473: The aft fuselage instead of as a T-tail. Many designs for the engine attachment strut were tested in the wind tunnel and the optimal shape for high speed was found to be one which was relatively thick, filling the narrow channels formed between the wing and the top of the nacelle, particularly on the outboard side. At the time, Boeing was far behind its competitors; the SE 210 Caravelle had been in service since 1955, and

4998-539: The aircraft to modern specifications, while also retaining commonality with previous 737 variants. In 1980, preliminary aircraft specifications of the variant, dubbed 737-300, were released at the Farnborough Airshow . This first major upgrade series was later renamed 737 Classic. It competed primarily with the MD-80, its later derivative the MD-90 , and the newcomer Airbus A320 family . Boeing engineer Mark Gregoire led

SECTION 50

#1732873098055

5096-522: The airliner, often with increased thrust and additional features such as thrust reversers . Alternative powerplants were adopted or proposed for some Caravelle models, such as the U.S.-built Pratt & Whitney JT8D-1 and General Electric CJ-805-23C engines. The Caravelle was designed to maximise passenger comfort and operator convenience. The rear entry door had built-in stairs that, while adding structural complexity, meant that mobile airport stairs were unnecessary. On later variants, soundproofing in

5194-456: The basic version of the airliner, while the other variants featured an increasing number of improvements. The Caravelle VI-N was equipped with more powerful Avon 531 engines and an additional heat exchanger for the air conditioning , while the Caravelle VI-R, which had come about as a result of demands by U.S. carrier United Airlines , was furnished with thrust reverser -equipped Avon 352s,

5292-462: The competition between the two giant aircraft manufacturers, which has since become a duopoly competition . An optional upgrade with winglets became available for the Classic and NG series. Development began in 1979 for the 737's first major revision, which was originally introduced as the 'new generation' of the 737. Boeing wanted to increase capacity and range, incorporating improvements to upgrade

5390-411: The construction of a pair of prototypes along with a pair of static airframes for fatigue testing . SNCASE's design licensed several fuselage features from British aircraft company de Havilland , the two companies already having had dealings in respect to several earlier designs. The nose area and cockpit layout were taken directly from the de Havilland Comet jet airliner, while the rest of the airliner

5488-450: The denser, 200-seat MAX 200), and MAX 9 replace the 737-700, -800, and -900 respectively. The further stretched 737 MAX 10 has also been added to the series. The aim was to re-engine the 737NG family using CFM LEAP-1B engines having very high bypass ratio, to compete with the Airbus A320neo family. On July 20, 2011, Boeing announced plans for a third major upgrade and respectively fourth generation of 737 series to be powered by

5586-557: The effort. This turned out to be a benefit to the design, as the cabin noise was greatly reduced as a result. In July 1952, the revised X-210 design with twin Avons was re-submitted to the Secretariat General for Civil and Commercial Aviation (SGACC). Two months later, SNCASE received official notification that its design had been accepted. On 6 July 1953, the SGACC placed a formal order for

5684-437: The engines to the wings which lightened the structure and simplified the accommodation of six-abreast seating in the fuselage. The engine nacelles were mounted directly to the underside of the wings, without pylons, allowing the landing gear to be shortened, thus lowering the fuselage to improve baggage and passenger access. Relocating the engines from the aft fuselage also allowed the horizontal stabilizer to be attached to

5782-606: The final 737-200 aircraft in the U.S. flying scheduled passenger service were phased out, with the last flights of Aloha Airlines . As of 2018, the variant still saw regular service through North American charter operators such as Sierra Pacific Airlines . The short-field capabilities of the 737-200 led Boeing to offer the "Unpaved Strip Kit" (see the Air North example, right). This option reduced foreign object damage when operated on remote, unimproved or unpaved runways, that competing jetliners could not use safely. The kit included

5880-411: The final commercial aircraft delivered to MSA on October 31, 1969. This variant was largely overshadowed by its bigger 737-200 sibling, which entered service two months later. The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. They proved to be relatively ineffective and tended to lift the aircraft up off the runway when deployed. This reduced the downforce on

5978-531: The first variant of the 737 MAX, has a longer fuselage than the MAX 7. On July 23, 2013, Boeing completed the firm configuration for the 737 MAX 8. Its first commercial flight was operated by Malindo Air on May 22, 2017. The MAX 8 replaced the 737-800 and competed with the A320neo. The 737 MAX 200 , a high-density version of the 737 MAX 8, was launched in September 2014 and named for seating for up to 200 passengers in

SECTION 60

#1732873098055

6076-408: The form of readily removable mattress-like rolls that fixed in place via existing brackets was added to the design. In some configurations, the Caravelle's cabin was furnished with a number of rearward-facing passenger seats, which was an uncommon arrangement amongst civil aircraft. From September 1963 onwards, an autolanding capability (via two separate systems, of which one was self-contained while

6174-554: The global 737 fleet had completed more than 184 million flights over 264 million block hours since its entry into service. It was the highest-selling commercial aircraft until being surpassed by the competing Airbus A320 family in October 2019, but maintains the record in total deliveries. The 737 MAX, designed to compete with the A320neo , was grounded worldwide between March 2019 and November 2020 following two fatal crashes. Boeing had been studying short-haul jet aircraft designs, and saw

6272-482: The improvements of the 737 Classic series, allowing longer routes with fewer passengers to be more economical than with the 737-300. The fuselage length of the 737-500 is 1 foot 7 inches (48 cm) longer than the 737-200, accommodating up to 140 passengers. Both glass and older-style mechanical cockpits arrangements were available. Using the CFM56-3 engine also gave a 25 percent increase in fuel efficiency over

6370-438: The larger diameter of the engine over the original Pratt & Whitney engines. Gregoire's team and CFM solved the problem by reducing the size of the fan (which made the engine slightly less efficient than it had been forecast to be), placing the engine ahead of the wing, and by moving engine accessories to the sides of the engine pod, giving the engine a distinctive non-circular "hamster pouch " air intake. Earlier customers for

6468-428: The last 737-100s in service. The first aircraft used by Boeing as prototype under registration N73700 was later ordered by and delivered to NASA on July 26, 1973, which then operated it under registration N515NA and retired after 30 years on September 27, 2003. The last 737-100 built and also the last operating was originally sold to Malaysia–Singapore Airlines : it was transferred to Air Florida before being used as

6566-524: The leading French aircraft manufacturing organisations, and had resulted in some ambitious concepts being mooted. None of these firms possessed the financial power to independently embark on the substantial development work involved, let alone to establish a manufacturing line for the construction of such aircraft. The response to the specification from the French industry was strong, it has been claimed that every major manufacturer submitted at least one proposal;

6664-452: The longer length. Entry into service with launch operator Southwest Airlines was expected in January 2019, but the airline deferred these orders until 2023–2024. The 737 MAX 7 replaced the 737-700 and was predicted to carry 12 more passengers and fly 400 nautical miles (740 km; 460 mi) farther than the competing Airbus A319neo with 7% lower operating costs per seat. The 737 MAX 8,

6762-414: The maiden flight, which had a total duration of 41 minutes, the crew consisted of Pierre Nadot (Captain), André Moynot (First Officer), Jean Avril (mechanic), André Préneron (radio operator) and Roger Beteille . Almost one year later, on 6 May 1956, the second prototype made its first flight. The first prototype had been fitted with a cargo door located on the lower left side of the fuselage, but this door

6860-477: The main wheels thereby reducing the effectiveness of the wheel brakes. In 1968, an improvement to the thrust reversal system was introduced. A 48-inch tailpipe extension was added and new target-style thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away from the vertical to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings. The improvement became standard on all aircraft after March 1969, and

6958-413: The older 737-200s P&W engines. The 737-500 has faced accelerated retirement due to its smaller size, after 21 years in service compared to 24 years for the -300. While a few 737-300s were slated for freighter conversion, no demand at all existed for a -500 freighter conversion. The 737-500 was replaced by the 737-600 of the Next Generation series, though the -600 was not as successful in total orders as

7056-500: The only major change. The MAX 10 was launched on June 19, 2017, with 240 orders and commitments from more than ten customers. The variant configuration with a predicted 5% lower trip cost and seat cost compared to the A321neo was firmed up by February 2018, and by mid-2018, the critical design review was completed. The MAX 10 has a similar capacity to the A321XLR, but shorter range and much poorer field performance in smaller airports. It

7154-582: The original -200s and respectively -100s. The 737-200 Advanced became the production standard in June 1971. Boeing also provided the 737-200C ( Combi ), which allowed for conversion between passenger and cargo use and the 737-200QC (Quick Change), which facilitated a rapid conversion between roles. The 1,114th and last delivery of a -200 series aircraft was in August 1988 to Xiamen Airlines . Nineteen 737-200s, designated T-43 , were used to train aircraft navigators for

7252-433: The original SE designation assigned to the airliner was retained. In May 1959, the Caravelle received its airworthiness certification, enabling the type to enter passenger service. On 26 April 1959, the Caravelle performed its first flight with paying passengers on board for Scandinavian operator SAS; shortly thereafter, the type commenced operations with Air France as well. Within four years of entering airliner service,

7350-438: The other was integrated with the airliner's autopilot ), was made available for the Caravelle by Sud Aviation. The final assembly line for the Caravelle was at Sud Aviation's factory at Blagnac Airport near Toulouse . Much of the aircraft was manufactured at other sites across France and in other countries, however. The production of large portions of the Caravelle had been subcontracted to other manufacturers; these included

7448-453: The primary competitor for the 737NG series remained only the A320 family. The 737-600, the smallest model of the Next-Generation, was launched by Scandinavian Airlines (SAS) in March 1995 with the first aircraft delivered in September 1998. A total of 69 aircraft without winglets have been produced with the last one delivered to WestJet in 2006. The 737-600 replaced the 737-500 and is similar to

7546-450: The seats can be removed to carry cargo instead. There is a large door on the left side of the aircraft. The United States Navy was the launch customer for the 737-700C under the military designation C-40 Clipper . The 737-700ER (Extended Range ) was launched on January 31, 2006, and featured the fuselage of the 737-700 and the wings and landing gear of the 737-800. A 737-700ER can typically accommodate 126 passengers in two classes with

7644-488: The series has received 5,011 firm orders. In March 2019, civil aviation authorities around the world grounded the 737 MAX following two hull loss crashes which caused 346 deaths. On December 16, 2019, Boeing announced that it would suspend production of the 737 MAX from January 2020, which was resumed in May 2020. In the midyear 2020, the FAA and Boeing conducted a series of recertification test flights. On November 18, 2020,

7742-755: The tailcone, rudder, Fowler flaps , both the leading edges and trailing edges of the wing, and the majority of the fuselage. The Caravelle served with airlines on every continent except Australia. In 1957, Trans-Australia Airlines (TAA) sought to order two Caravelles, to service its longest routes, Perth-Sydney and Perth-Melbourne, from 1960. However, the Australian government blocked the order, saying that any further diversity in full-size airliners used on domestic routes would have an adverse impact on aircraft servicing within Australia. For 45 years of commercial operation, 67 Caravelles have been withdrawn from service as

7840-520: The three European short-haul single aisles slowly withdrew from the competition. Sales were low in the early 1970s and, after a peak of 114 deliveries in 1969, only 22 737s were shipped in 1972 with 19 in backlog. The US Air Force saved the program by ordering T-43s , which were modified Boeing 737-200s. African airline orders kept the production running until the 1978 US Airline Deregulation Act , which improved demand for six-abreast narrow-body aircraft. Demand further increased after being re-engined with

7938-487: The type received its first order from Air France; it was followed by Scandinavian Airlines System (SAS) in 1957. More orders followed, which had been partially driven by a campaign of direct presentations held at airshows and dedicated flight demonstrations using the two prototypes to potential customers. Also during 1956, SNCASE (Sud-Est – Southeast) had merged with SNCASO (Sud-Ouest – Southwest) and several other French aircraft manufacturers to become Sud Aviation; however,

8036-469: The work on the Super-Caravelle would be merged with similar work that had been undertaken by Britain's Bristol Aeroplane Company , and would result in the development of Concorde . In total, 282 Caravelles of all types were manufactured (2 prototypes or pre-production aircraft and 280 production aircraft); reportedly, Sud Aviation's projected break-even point for the type had been forecast to be around

8134-400: Was US$ 4.0M (1968) ($ 35M today). The -200's unit cost was US$ 5.2M (1972) ($ 37.9M today). The 737-200 Advanced is an improved version of the -200, introduced into service by All Nippon Airways on May 20, 1971. After aircraft #135, the 737-200 Advanced has improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity, and hence a 15% increase in payload and range over

8232-450: Was designated the -300SP ( Special Performance ). The 737-300 was replaced by the 737-700 of the Next Generation series. The 737-400 was launched in 1985 to fill the gap between the 737-300 and the 757-200. In June 1986, Boeing announced the development of the 737-400, which stretched the fuselage a further 10 feet (3.0 m), increasing the capacity to 188 passengers, and requiring a tail bumper to prevent tailstrikes during take-off and

8330-478: Was designated the 737-200, with the original short-body aircraft becoming the 737-100. Detailed design work continued on both variants simultaneously. The first -100 was rolled out on January 17, 1967, and took its maiden flight on April 9, 1967, piloted by Brien Wygle and Lew Wallick. After several test flights the Federal Aviation Administration (FAA) issued Type Certificate A16WE certifying

8428-502: Was due to be retired in early 2023. As of September 2023 , a relatively high number of 737-200s remain in service compared to other early jet airliners, with fifty examples actively flying for thirty carriers. During the 737 MAX groundings , older 737s, including the 200 and Classic series , were in demand for leasing. C-GNLK, one of Nolinor's 737-200s, is the oldest jet airliner in commercial service as of 2024, having entered service 50 years prior in 1974. The Boeing 737 Classic

8526-414: Was due to enter service in April 2019. The 737 MAX 9, the stretched variant of the MAX 8, was launched with an order of 201 aircraft in February 2012. It made its roll-out on March 7, 2017, and first flight on April 13, 2017; It was certified by February 2018. The launch customer, Lion Air Group, took the first MAX 9 on March 21, 2018, before entering service with Thai Lion Air . The 737 MAX 9 replaced

8624-405: Was equipped with CFM56-7 high pressure ratio engines, a glass cockpit , and upgraded interior configurations. The four main models of the series can accommodate seating for 108 to 215 passengers. It was further developed into additional versions such as the corporate Boeing Business Jet (BBJ) and military P-8 Poseidon aircraft. Following the merger between Boeing with McDonnell Douglas in 1997,

8722-458: Was intended to produce a successor to the Caravelle. The project was relatively ambitious, having the aim of producing a viable supersonic transport that possessed the same general size and range as the Caravelle. It was decided that the envisioned supersonic airliner should be naturally named after the firm's recent success, thus the Super-Caravelle name was applied to the design. Ultimately,

8820-553: Was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321 . The Boeing 737 MAX is the name given to the main models 737 MAX 7/8/9/10 series and the higher-density MAX 200 variant of the Boeing 737 family. It is offered in four main variants, typically offering 138 to 230 seats and a range of 3,215 to 3,825 nautical miles [nmi] (5,954 to 7,084 km; 3,700 to 4,402 mi). The 737 MAX 7, MAX 8 (including

8918-437: Was launched in December 2010 and reached 1,029 orders by June 2011, breaking Boeing's monopoly with American Airlines , which had an order for 130 A320neos that July. The 737 MAX had its first flight on January 29, 2016, and gained FAA certification on March 8, 2017. The first delivery was a MAX 8 on May 6, 2017, to Lion Air 's subsidiary Malindo Air , which put it into service on May 22, 2017. As of January 2019 ,

9016-540: Was locally designed. A distinctive design feature was the cabin windows in the shape of a curved triangle , which were smaller than conventional windows but gave the same field of view downwards. On 21 April 1955, the first prototype of the Caravelle (F-WHHH), launched by Madame de Gaulle , was rolled out. On 27 May 1955, the first prototype conducted its maiden flight , powered by a pair of British Rolls-Royce RA-26 Avon Mk.522 , capable of providing 4,536  kgf (44,480  N ; 10,000  lbf ) of unitary thrust. For

9114-402: Was not a model delivered by Boeing and hence the nickname Special Freighter (SF) . 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 had also converted five more into fixed combi aircraft for half passenger and freight. These 737-400 Combi aircraft were retired in 2017 and replaced by the 737-700F of

9212-497: Was originally based on the 737-700, flying 1,000 nautical miles (1,900 km; 1,200 mi) farther and accommodating two more seat rows at 18% lower fuel costs per seat. The redesign uses the 737-8 wing and landing gear; a pair of over-wing exits rather than the single-door configuration; a 46-inch-longer (1,200 mm) aft fuselage and a 30-inch-longer (760 mm) longer forward fuselage; structural re-gauging and strengthening; and systems and interior modifications to accommodate

9310-450: Was redesigned, the flight deck was improved with the optional EFIS (Electronic Flight Instrumentation System), and the passenger cabin incorporated improvements similar to those developed on the Boeing 757 . The prototype -300, the 1,001st 737 built, first flew on February 24, 1984, with pilot Jim McRoberts. It and two production aircraft flew a nine-month-long certification program. The 737-300 retrofitted with Aviation Partners ' winglets

9408-493: Was removed in the second prototype in favour of an all-seating arrangement. By October 1956, both prototypes had accumulated in excess of 1,000 flight hours. By the end of 1956, the two aircraft had visited various locations across Europe and North Africa ; and trials were already underway for French carrier Air France . During 1957, the second prototype accumulated roughly 2,500 flight hours across various flights conducted throughout North America and South America . In 1956,

9506-523: Was unveiled in Boeing's Renton factory on November 22, 2019, and scheduled for first flight in 2020. Boeing also considered parallel development with the 757 replacement, similar to the development of the 757 and 767 in the 1970s. Sud Aviation Caravelle The Sud Aviation SE 210 Caravelle is a French jet airliner produced by Sud Aviation . It was developed by SNCASE in the early 1950s, and made its maiden flight on May 27, 1955. It included some de Havilland designs and components developed for

9604-492: Was widely preferred over the -100 by airlines. The improved version, the 737-200 Advanced, was introduced into service by All Nippon Airways on May 20, 1971. The 737 original model with its variants, known later as the Boeing 737 Original , initially competed with SE 210 Caravelle and BAC-111 due to their earlier entry into service and later primarily with the McDonnell Douglas DC-9, then its MD-80 derivatives as

#54945