Boeing 737
From Wikipedia, the free encyclopedia
For other variants of this aircraft, see Boeing 737 Classic, Boeing 737 Next Generation, and Boeing 737 MAX.
| Boeing 737 | |
|---|---|
 |
|
| Boeing 737-100 in Boeing house colors | |
| Role | Narrow-body jet airliner |
| National origin | United States |
| Manufacturer | Boeing Commercial Airplanes |
| First flight | April 9, 1967 |
| Introduction | February 10, 1968 with Lufthansa |
| Status | In production |
| Primary users | Southwest Airlines Ryanair United Airlines American Airlines |
| Produced | 1968–present |
| Number built | 7,010 As of December 2011[1][update] |
| Unit cost | 737-100: US$32 million[2] 737-600: US$56.9 million[3] 737-700: US$67.9 million 737-800: US$80.8 million 737-900ER: US$85.8 million |
| Variants | Boeing T-43 |
| Developed into | Boeing 737 Classic Boeing 737 Next Generation Boeing 737 MAX |
Originally envisioned in 1964, the initial 737-100 first flew in 1967, and entered airline service in February 1968.[4][5] It was followed by the lengthened 737-200, which entered service in April 1968. In the 1980s, Boeing launched the -300, -400, and -500 models, subsequently referred to as the Boeing 737 ClassicCFM56 turbofan engines along with wing improvements. In the 1990s, Boeing introduced the 737 Next Generation with multiple changes including a redesigned wing, upgraded cockpit, and new interior. The 737 Next Generation comprises the four -600, -700, -800, and -900ER models, ranging from 102 ft (31.09 m) to 138 ft (42.06 m) in length. Boeing Business Jet versions of the 737 Next Generation are also produced. series. The 737 Classics added capacity and incorporated
The 737 series is the best-selling jet airliner in the history of aviation.[4] The 737 has been continuously manufactured by Boeing since 1967 with 7,010 aircraft delivered and 2,365 orders yet to be fulfilled as of December 2011.[6] 737 assembly is centered at the Boeing Renton Factory in Renton, Washington. Many 737s serve markets previously filled by 707, 727, 757, DC-9, and MD-80/90 airliners, and the aircraft currently competes primarily with the Airbus A320 family.[7] There are, on average, 1,250 Boeing 737s airborne at any given time, with two departing or landing somewhere every five seconds.[8][update]
Contents[hide] |
[edit] Development
[edit] Background
Boeing had been studying short-haul jet aircraft designs and wanted to produce another aircraft to supplement the 727 on short and thin routes.[9] Preliminary design work began on 11 May 1964,[10] and Boeing's intense market research yielded plans for a 50- to 60-passenger airliner for routes 50 to 1,000 mi (80 to 1,600 km) long.[9][11] Lufthansa became the launch customer on 19 February 1965,[12] with an order for 22 aircraft, worth $67 million[13] (1965, $190.28 million in 2008), after the airline, it was reported, received assurances from Boeing that the 737 project would not be cancelled.[14] Consultation with Lufthansa over the previous winter resulted in an increase in capacity to 100 seats.[12]
Detailed design work continued on both variants at the same time. Boeing was far behind its competitors when the 737 was launched, as rival aircraft BAC 1-11, Douglas DC-9, and Fokker F28 were already into flight certification.[13] To expedite development, Boeing utilized 60% of the structure and systems of the existing 727, the most notable being the fuselage cross-section. This fuselage permitted six-abreast seating compared to the rival 1-11 and DC-9's five-abreast layout.[12] Design engineers decided to mount the nacelles directly to the underside of the wings to reduce the landing gear length and kept the engines low to the ground for easy ramp operations.[17] Many thickness variations for the strut were tested in the wind tunnel and the most desirable 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. Originally, span arrangement of the airfoil sections of the 737 wing was planned to be very similar to that of the 707 and 727, although somewhat more thick. However, a substantial improvement in drag at high Mach numbers was achieved by altering these sections near the nacelle.[18] The engine chosen was the Pratt & Whitney JT8D-1 low-bypass ratio turbofan engine.[19] With the wing-mounted engines, Boeing decided to mount the horizontal stabilizer on the fuselage rather than the T-tail style of the Boeing 727.[15]
[edit] Production and testing
The first of six -100 prototypes rolled out in December 1966, and made its maiden flight on 9 April 1967 piloted by Brien Wygle and Lew Wallick.[23] On December 15, 1967 the Federal Aviation Administration[24] issuing Type Certificate A16WE.[25] The 737 was the first aircraft to have, as part of its initial certification, approval for Category II approaches.[26] Lufthansa received their first aircraft on December 28, 1967 and on February 10, 1968 became the first non-American airline to launch a new Boeing aircraft.[24] Lufthansa was the only significant customer to purchase the 737-100. Only 30 aircraft were ever produced.[27] certified the -100 for commercial flight,
The 737-200 had its maiden flight on August 8, 1967. It was certified by the FAA on December 21, 1967,[25][28] and the inaugural flight for United was on April 28, 1968 from Chicago to Grand Rapids, Michigan.[24] The lengthened -200 was widely preferred over the -100 by airlines.
[edit] Initial derivatives
The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. Unfortunately they proved to be relatively ineffective and apparently tended to lift the aircraft up off the runway when deployed. This reduced the downforce on 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.[29] The improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft. Boeing fixed the drag issue by introducing new longer nacelle/wing fairings, and improved the airflow over the flaps and slats. 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 the short-field performance.[24] In May 1971, after aircraft #135, all improvements, including more powerful engines and a greater fuel capacity, were incorporated into the 737-200, giving it a 15% increase in payload and range over the original -200s.[26] This became known as the 737-200 Advanced, which became the production standard in June 1971.
In 1988, the initial production run of the -200 model ended after producing 1,114 aircraft. The last one was delivered to Xiamen Airlines on August 8, 1988.[36][37]
[edit] Improved variants
Main article: Boeing 737 Classic
Development began in 1979 for the 737's first major revision. 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.[38]
In June 1986, Boeing announced the development of the 737-400,[43] which stretched the fuselage a further 10 ft (3.0 m), increasing the passenger load to 170.[44] 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.[45]
The -500 series was offered, due to customer demand, as a modern and direct replacement of the 737-200. It 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 -500 is 1 ft 7 in (48 cm) longer than the 737-200, accommodating up to 132 passengers. Both glass and older-style mechanical cockpits arrangements were available.[45] Using the CFM56-3 engine also gave a 25% increase in fuel efficiency over the older -200s P&W engines.[45]
After the introduction of the -600/700/800/900 series, the -300/400/500 series was called the 737 Classic series.
The price of jet fuel has skyrocketed in the past five years; airlines devoted 40% of the retail price of an air ticket to pay for fuel in 2008, versus 15% in 2000.[48] Consequently, carriers have begun to retire the Classic 737 series to reduce their fleet sizes; replacements consist of more efficient Next Generation 737s or Airbus A320/A319/A318 series 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 Airbus A320 jets taken from its Ted subsidiary, which has been shut down.[49][50][51]
[edit] Next-Generation models
Main article: Boeing 737 Next Generation
Prompted by the modern Airbus A320, Boeing initiated development of an updated series of aircraft in 1991.[52] After working with potential customers, the 737 Next Generation (NG) program was announced on November 17, 1993.[53]
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, in essence, that of a new aircraft, but important commonality
is retained from previous 737 models.
The first NG to roll out was a -700, on December 8, 1996. This aircraft, the 2,843rd 737 built, first flew on February 9, 1997. The prototype -800 rolled out on June 30, 1997 and first flew on July 31, 1997. The smallest of the new variants, the -600s, is the same size as the -500. It was the last in this series to launch, in December 1997. First flying January 22, 1998, it was given certification on August 18, 1998.[53][56] A flight test program was operated by 10 aircraft; 3 -600s, 4 -700s, and 3 -800s.[53]
Boeing delivered the 5,000th 737 to Southwest Airlines on February 13, 2006. Boeing delivered the 6,000th 737 to Norwegian Air Shuttle in April 2009. The Airbus A320 family has outsold the 737NG over the past decade,[62][63][64] although its order totals include the A321 and A318, which have also rivaled Boeing's 757 and 717, respectively.[7] The 737NG has also outsold the A320 on an annual basis in past years,[65][66][67][68][69] with the next generation series extending the jetliner's run as the most widely sold[70][71][72] and commonly flown airliner family since its introduction.[73][74][75][76][77][78]
[edit] Replacement or re-engining
Main articles: Boeing Yellowstone Project and Boeing 737 MAX
Since 2006, Boeing has discussed replacing the 737 with a "clean
sheet" design (internally named "Boeing Y1") that could follow the Boeing 787 Dreamliner.[79] A decision on this replacement was postponed, and delayed into 2011.[80]On July 20, 2011, Boeing announced plans for a new 737 version to be powered by the CFM International LEAP-X engine, with American Airlines intending to order 100 of these aircraft.[81] On August 30, 2011, Boeing confirmed the launch of the 737 new engine variant, called the 737 MAX,[82] with new CFM International LEAP-1B engines.[83][84][85]
[edit] Design
737s are not equipped with fuel dump systems. The original aircraft were too small to require them, and adding a fuel dump system to the later, larger variants would have incurred a large weight penalty. Boeing instead demonstrated an "equivalent level of safety". Depending upon the nature of the emergency, 737s either circle to burn off fuel or land overweight. If the latter is the case, the aircraft is inspected by maintenance personnel for damage and then returned to service if none is found.[87][88]
[edit] Engines
Engines on the 737 Classic series (300, 400, 500) and Next-Generation series (600, 700, 800, 900) do not have circular inlets like most aircraft. The 737 Classic series featured CFM56 turbofan engines, which yielded significant gains in fuel economy and a reduction in noise over the JT8D engines used on the -100 and -200, 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.[40]The wing also incorporated a number of changes for improved aerodynamics. The engines' accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock position (from a front/forward looking aft perspective). This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Because the engine is close to the ground, 737-300s and later models are more prone to engine foreign-object damage (FOD). The improved CFM56-7 turbofan engine on the 737 Next Generation is 7% more fuel-efficient than the previous CFM56-3 in the 737 classics. The newest 737 variants, the 737 MAX family, are to feature CFM International LEAP-1B engines with a 1.73 m fan diameter. These engines are expected to be 10-12% more efficient than the CFM56-7B engines on the 737 Next Generation family.[89]
[edit] Flight systems
Early 737-200 cockpit
Modern 737-700 cockpit
[edit] Upgrade packages
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 (1,500 m). 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.[92]
[edit] 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 such as the T-43, which is a modified Boeing 737-200 used by the United States Air Force (USAF)[edit] 737 Original series
[edit] 737-100
The initial model was the 737-100. It was launched by Lufthansa in 1965. The -100 was rolled out on January 17, 1967 and entered service in 1968. The aircraft is the smallest variant of the 737. Only 30 737-100s were ordered and delivered, and no 737-100s remain in service today. The original Boeing prototype, last operated by NASA, retired more than 30 years after its maiden flight, and is on exhibit in the Museum of Flight in Seattle.[53][edit] 737-200
A large number of 737-200s are still in service, mostly with "second and third tier" airlines, as well as those of developing nations. In many cases, they are being phased out due to fuel efficiency, noise emissions (despite the vast majority having had their JT8Ds fitted with hush kits), and escalating maintenance costs when compared to their more modern cousins. A key capability of the 737-200, which is not shared with any similarly-sized jet aircraft, is the ability to operate from unimproved or unpaved landing strips, such as gravel runways with a gravelkit modification installed. Gravel-kitted 737-200 Combis are currently used by Canadian North, First Air, Air Inuit and Air North in northern Canada. For many years, Alaska Airlines[96] made use of gravel-kitted 737-200s to serve Alaska's many unimproved runways across the state.
After 40 years, the final 737-200 aircraft in the United States flying scheduled passenger service were phased out on March 31, 2008, with the last flights of Aloha Airlines (Aloha continues to fly its interisland cargo flights as Aloha Air Cargo). The aircraft had been eliminated from regular-scheduled service in the continental United States in 2006, when Delta Air Lines withdrew the type, but still sees regular service through North American charter operators such as Sierra Pacific, SkyKing, Amerijet, and others. The variant has been in use by Bahamasair in the Bahamas for more than 30 years.
[edit] 737 Classic series
Main article: Boeing 737 Classic
[edit] 737-300
The 737-300 was launched in 1981 by both USAir and Southwest Airlines becoming the first model of the 737 Classic series. The aircraft has a typical capacity of 128 passengers in a two-class configuration (137 seats in a one-class coach seating configuration).[100] The 300 series remained in production until 1999 when the 1,113th and last aircraft was delivered to Air New Zealand on December 17, 1999.[6][95]Various modifications have been made to aircraft previously in service. The 737-300 can be retrofitted with Aviation Partners Boeing winglets. The 737-300 retrofitted with winglets is designated the -300SP (Special Performance). Used passenger -300 aircraft have also been converted to freighter versions. The Lockheed Martin CATBird is a modified 737-300 with the nose of a Lockheed Martin F-35 Lightning II, a pair of canards, and (inside) an F-35 cockpit; to be used to flight test the F-35's avionics suite. In December 2008, Southwest Airlines selected Boeing to retrofit its 737-300s with new avionics, in order to improve commonality with its 737-700s, as well as to support the Required Navigation Performance initiative.[101]
[edit] 737-400
The 737-400 was launched in 1985 as a stretched 737-300, primarily for use by charter airlines. Piedmont Airlines was the launch customer with an order for 25 aircraft in 1986.[102] The first 400 entered service in 1988 with Piedmont. The 486th and last delivery of the -400 occurred on February 25, 2000 to CSA Czech Airlines.[6][95]The 737-400F was 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 its -400s from regular service to an aircraft with the ability to handle 10 pallets.[103] The airline has also converted five more into fixed "combi" aircraft for half passenger and freight. These 737-400 Combi aircraft are now in service.
[edit] 737-500
[edit] 737 Next Generation
Main article: Boeing 737 Next Generation
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 such as Lufthansa and United Airlines. In November
1993, Boeing's board of directors authorized the Next Generation program
to replace the 737 Classic series. The -600, -700, and -800 series were
planned.[104]
After engineering trade studies and discussions with major 737
customers, Boeing proceeded to launch the 737 Next Generation series.
[edit] 737-600
The 737-600 replaced the 737-500 in Boeing's line up, and was also intended to replace airlines' DC-9s. The 737-600 was launched by Scandinavian Airlines in 1995 with the first aircraft delivered on September 18, 1998. The -600 is the only Boeing 737 still in production that does not include winglets as an option.[105] WestJet was to be the Boeing launch customer for the 737-600 with winglets, but announced in their Q2 2006 results that they would not be going to move ahead with those plans.The 737-600 competes with the Airbus A318, Embraer 195, Sukhoi Superjet 100, and the upcoming Bombardier CSeries jet.[106][107] A total of 69 -600s have been delivered with no unfilled orders as of 2010.[6]
[edit] 737-700
The 737-700 was the first of Next Generation series when launch customer Southwest Airlines ordered the variant in November 1993. The variant was based on the 737-300 and entered service in 1998.[108] It replaced the 737-300 in Boeing's lineup, and its direct competitor is the A319. It seats 126 passengers in a typical two-class layout or up to 149 in all economy configuration.[109] Boeing launched the 737-700ER on 30 January 2006.[110] All Nippon Airways was the launch customer, with the first one delivered on February 16, 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 offers a range of 5,510 nautical miles (10,205 kilometers), with seating for 126 passengers in a traditional 2-class configuration.[111] A competitor to this model would be the A319LR. The 700ER has the longest range for a 737.
At the end of July 2008, Delta Air Lines took delivery of the first of 10 -700 model aircraft fitted with Messier-Bugatti's carbon brakes.[90] All Nippon Airways, Japan’s second-biggest carrier, is to pioneer the models 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, was to start in September 2007 and use a Boeing 737-700ER outfitted with 36 seats and an extra fuel tank.[113]
[edit] 737-800
The 737-800 is a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by the decision to discontinue the McDonnell Douglas MD-80 and MD-90 following 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 typical two-class layout, or up to 189 in one class.[114] It competes with the A320. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets and MD-80 series and MD-90 aircraft.The P-8 Poseidon is a 737-800ERX ("Extended Range") that, on June 14, 2004, Boeing's Integrated Defense Systems (now called Boeing Defense, Space & Security) division beat Lockheed Martin in the contest to replace the US Navy's P-3 Orion maritime patrol aircraft.
[edit] 737-900
The 737-900ER, which was called the 737-900X prior to launch, is the newest addition and the largest variant of the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321. An additional pair of exit doors and a flat rear pressure bulkhead increase seating to 180 passengers in a typical 2-class configuration or up to 215 passengers in a single-class layout.[115] Additional fuel capacity and standard winglets improve range to that of other 737NG variants—around 3200 nm.[116] The first 737-900ER was rolled out of the Renton, Washington factory on August 8, 2006 for its launch customer, Lion Air. Lion Air received this aircraft on April 27, 2007 in a special dual paint scheme combining the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage. The 737-900ER is now the standard 737-900 model offered by Boeing. The 737-900 non-ER model has been discontinued in favor of the -900ER.
[edit] Boeing Business Jet
Main article: Boeing Business Jet
The Boeing Business Jet is a customized version of the 737. Plans for
a business jet version of the 737 are not new. In the late 1980s,
Boeing marketed the 77-33 jet, a business jet version of the 737-300.[117]
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 has increased range (through the use of extra fuel tanks) over the
other 737 models. The first BBJ rolled out on 11 August 1998 and flew
for the first time on September 4.[118]On October 11, 1999 Boeing launched the BBJ2. Based on the 737-800, it is 5.84 metres (19 ft 2 in) longer than the BBJ, with 25% more cabin space and twice the baggage space, but has slightly reduced range. It is also fitted with auxiliary belly fuel tanks and winglets. The first BBJ2 was delivered on 28 February 2001.[118]
Boeing's BBJ3 is based on the 737-900ER. The BBJ3 has 1,120 square feet (104 m2) of floor space, 35% more interior space, and 89% more luggage space than the BBJ2. It has an auxiliary fuel system, giving it a range of up to 4,725 nautical miles (8,751 km), and a Head-up display. Boeing completed the first example in August, 2008. This aircraft's cabin is pressurized to a simulated 6,500-foot (2,000 m) altitude.[119]
[edit] 737 MAX
Main article: Boeing 737 MAX
In 2011, Boeing announced the 737 MAX
program. Boeing will be offering three variants-the 737-7, 737-8 and
the 737-9. These aircraft will replace the 737-700, 737-800 and
737-900ER, respectively. The main changes are the use of CFM
International LEAP-1B engines, adding fly-by control to the spoilers,
and the lengthening of the nose landing gear. Deliveries are scheduled
to begin in 2017.[120][121]
Southwest Airlines announced on December 13, 2011 that it would be the
launch customer for the 737MAX with firm orders for 150 aircraft.[edit] Operators
[edit] Civilian
Main article: List of Boeing 737 operators
As of July 2010, 383 Boeing 737-200 aircraft were in commercial service.[123][edit] Military
Many countries operate the 737 passenger, BBJ and cargo variants in government or military applications. Users with two or more 737s include:| Country | Units | Operator |
|---|---|---|
| Australia | Four | Royal Australian Air Force uses two 737-700, and two 737-700 BBJ transports.[124] |
| Chile | Two | Chilean Air Force has 1 737-300, and 1 737-500.[124] |
| India | Six | Indian Air Force operates three 737-200, and three 737-700 BBJ aircraft.[124] |
| Indonesia | Six | Indonesian Air Force operates three 737-2X9 Surveiller MPA, 2 boeing 737-400 and 1 737-200Adv aircraft.[124][125][126] |
| Malaysia | One | Royal Malaysian Air Force operates one 737-7H6 BBJ for VIP Flights. |
| Mexico | Two | Mexican Air Force has one 737-200Adv, and one 737-300F.[124] |
| Nigeria | One | Nigerian Air Force operates a Boeing Business Jet (737) as a means of transport for the President of Nigeria. The plane is marked NAF-001. The national colors of the Nigerian Flag (Green, White, Green), are painted in long horizontal stripes along the base of the white fuselage, "NIGERIAN AIR FORCE" on the top, and the Seal of the President of Nigeria embossed on the tail.[citation needed] |
| Peru | Four | Peruvian Air Force has three 737-200, one 737-500 aircraft.[124] |
| Saudi Arabia | Three | Saudi Ministry of Finance and Economy (BBJ),[citation needed] one Royal Saudi Air Force has two 737-700 BBJ, and one 737-800 aircraft.[124] |
| Thailand | Three | Royal Thai Air Force for Thai Royal Family (two 737-400 and one 737-800WL)[127][128] |
| United Arab Emirates | Three | United Arab Emirates Government uses one BBJ, United Arab Emirates Air Force uses two 737-200 aircraft.[citation needed] |
| United States | 19 | United States Air Force uses 10 Boeing C-40 Clipper (four C-40B and six C-40C) transports, and United States Navy uses nine C-40As.[124] |
| Venezuela | Two | Venezuelan Air Force uses one 737-200Adv for the air force, and one 737-200Adv for the Republica Bolivariana de Venezuela.[citation needed] |
| Djibouti | One | Djibouti Air Force one uses for the air force |
[edit] Orders and deliveries
[edit] Total production
In total, over 7,000 units of the Boeing 737 have been built and delivered through end of December 2011.[6][129]| 2012 | 2011 | 2010 | 2009 | 2008 | 2007 | 2006 | 2005 | 2004 | 2003 | 2002 | 2001 | 2000 | 1999 | 1998 | 1997 | 1996 | 1995 | 1994 | 1993 | 1992 | 1991 | 1990 | 1989 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 372 | 376 | 372 | 290 | 330 | 302 | 212 | 202 | 173 | 223 | 299 | 281 | 320 | 281 | 135 | 76 | 89 | 121 | 152 | 218 | 215 | 174 | 146 |
| 1988 | 1987 | 1986 | 1985 | 1984 | 1983 | 1982 | 1981 | 1980 | 1979 | 1978 | 1977 | 1976 | 1975 | 1974 | 1973 | 1972 | 1971 | 1970 | 1969 | 1968 | 1967 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 165 | 161 | 141 | 115 | 67 | 83 | 95 | 108 | 92 | 77 | 40 | 25 | 41 | 51 | 55 | 23 | 22 | 29 | 37 | 114 | 105 | 4 |
[edit] Units by generation
As of December 2011, over 9,300 units of the Boeing 737 have been ordered.[6] Units built by model type for 737 Original, Classic, Next Generation, and Boeing Business Jet families are as follows:[update]
|
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Tidak ada komentar:
Posting Komentar