Boeing 737-300 500 CBT - Lufthansa Full Versionl
Joao Charlesbois
The Boeing 737 Classic 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.[44] Produced from 1984 to 2000, a total of 1,988 Classic series were delivered.[45]
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.[46][47] 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.[48][49][50] This intensified the competition between the two giant aircraft manufacturers, which has since become a duopoly competition.
Development began in 1979 for the 737's first major revision, which was originally introduced as the 'new generation' of the 737.[52] Boeing wanted to increase capacity and range, incorporating improvements to upgrade 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.[53] 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 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 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.[54][55] Earlier customers for the CFM56 included the U.S. Air Force with its program to re-engine KC-135 tankers.[56]
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.[54] The tailfin 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.[57] The prototype -300, the 1,001st 737 built, first flew on February 24, 1984, with pilot Jim McRoberts.[57] It and two production aircraft flew a nine-month-long certification program.[58] The 737-300 retrofitted with Aviation Partners' winglets 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,[59] 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 a strengthened wing spar.[60] 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.[61] The last two -400s, i.e. the last 737 Classics series, were delivered to CSA Czech Airlines on February 28, 2000.[62] 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 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.[63] 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 the Next Generation series.[64]
The -500 incorporated 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[60] passengers. Both glass and older-style mechanical cockpits arrangements were available.[61] Using the CFM56-3 engine also gave a 25% increase in fuel efficiency over the older 737-200s P&W engines.[61]The 737-500 has faced accelerated retirement due to its smaller size, after 21 years in service compared to 24 years for the -300.[66][67] 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 the -500.
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.[70] The 737-700 replaced the 737-300 and competes with the Airbus A319.
In the late 1980s, Boeing marketed the 77-33 jet, a business jet version of the 737-300.[142] The name was short-lived. After the introduction of the Next Generation series, Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including stronger wings and landing gear from the 737-800, and had increased range over the other 737 models through the use of extra fuel tanks. The first BBJ rolled out on August 11, 1998, and flew for the first time on September 4.[143]
The 737-300 is the third version of the aircraft built. It was a major redesign of the plane featuring new high-bypass turbofan engines that reduced both noise and fuel consumption. The -300 was announced in 1981 and went into airline service with Southwest Airlines and USAir in 1984. A total of 1,113 of this version were built between 1984 and 1999, when the last one was delivered.
The Boeing 737-300 is the first of the now called 'classic' family, with the 737-100/200 being the 'orginal' series. The difference compared to the original 737s is easy: the engine nacelles are shorter and have a larger diameter, with a separate fan exhaust. Quite characteristic is the flattened bottom of the nacelle. Moroever, the vertical stabiliser now has a dorsal fin.
However, the differences with the Next Generation family are more subtle. The 737-600/700/800/900 have a larger vertical stabiliser and a larger wing span. The latter is most apparent when you view the aircraft from the front. It concerns the part of the wing outside the trailing edge flaps. Winglets are no good recognition point, because there are classic 737-300s with winglets and NG 737s without. The classics have no 'split-scimitar' winglets though.
The Boeing 737-400 is the longest of 'classic' family, with a fuselage stretched about 3.5 m compared to the 737-300. To accommodate the larger number of passengers, the number of overwing exits is two on each side compared to one for the 737-300 (and -500).
After the 737-400 Boeing developed the shorter 737-500, as a more direct replacement for the original 737-200. It has about the same dimensions as that aircraft, but of course has the characteristics of a 'classic' 737. Like the 737-300 it has one overwing exit on each side. It is only the length that helps you identify a -500, so count the cabin windows!
The 737-600 is the smalles of the 'Next Generation' (NG) family. It is comparable to the 737-500 in length, but has the properties of the rest of the NG series. What is most apparant is the larger vertical stabiliser of the NG, the -600 in particular. Furthermore the NG series have an increased wing span compared to the Classic 737s. This concerns the part outside the trailing edge flaps. You can see it well when you see a Classic and a Next Generation from the front, side-by-side. Compare the photos of the Southwest 737-300 above and the Luxair 737-700 below and you will see what I mean.
The first 'Next Generation' (NG) family was the 737-700. It is comparable to the 737-300 in length, but has the properties of the rest of the NG series: a larger vertical stabiliser, an increased wing span and the slightly less flattened engine cowlings. Because of the relative dimensions of the vertical tail compared to the fuselage length, the 737-700 is most often confused with the 737-500.
Most 737-700s have been fitted with blended winglets, but there are still a few without winglets.
In 1979, Boeing started working on a large improvement for the 737. Boeing wanted to allow the aircraft to hold more passengers and travel further. It also wanted to make improvements to make the aircraft more modern. However, it also wanted to keep it similar to the older 737s. In 1980, information on this new type of 737 (called the 737-300) was given at the Farnborough Airshow.[26]
The plane could now carry 149 passengers, because the fuselage of the plane was made bigger. Many changes were made to the wings. The tip of the wing was made longer by 9 in (23 cm). The wingspan was also made bigger. The flaps on the wings were changed.[28] The flight deck (cockpit) was improved with electronic displays. However, airlines could choose not to have these in their planes. The main cabin (where the passengers sit) was also made better. It looked similar to the cabin of a Boeing 757.[29] The prototype of the 737-300 first flew on 24 February 1984. Its pilot was Jim McRoberts.[29]
e2b47a7662