B738 Aircraft - The Boeing 737 Next Generation, commonly abbreviated as 737NG or 737 Next G, is a twin-jet narrow-body aircraft manufactured by Boeing Commercial Airplanes. Released in 1993 as the third production derivative of the Boeing 737, produced since 1997.
It features a redesigned wing with greater surface area, longer wingspan, higher fuel capacity and higher maximum take-off weights (MTOW) and longer range. It features CFM International CFM56-7 series engines, a glass cockpit and upgraded and revised interior configurations. The series includes four variants, −600/-700/-800/-900, with 108 and 215 passenger capacities. The 737NG's main competitor is the Airbus A320 family.
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, a total of 7,124 737NGs were ordered, of which 7,099 were delivered, the remaining orders were for two -800 versions and 23 -800As. The variant with the most orders was the 737-800, with 4,991 commercial, 191 military, and 23 corporate, or a total of 5,205 aircraft. Boeing ceased assembly of commercial 737NGs in 2019 and completed final deliveries in January 2020.
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The first 737NG, a 737-700, was delivered on December 8, 1996 and first flew on February 9, 1997, later delivered to Southwest Airlines.
When United Airlines, a frequent Boeing customer, purchased the most technologically advanced Airbus A320 with fly-by-wire, it prompted Boeing to upgrade the slower, shorter-range 737 Classic versions to the more efficient and larger Next Generation versions.
The first NG delivered was the 737−700 on December 8, 1996. This aircraft, 737 #2843, first flew on February 9, 1997 with pilots Mike Hewett and K Higgins. The 737−800 prototype was delivered on 30 June 1997 and first flown on 31 July 1997 by Jim McRoberts and again by Hewett. The smallest of the new variants, the −600 series is the same size as the −500, which was launched in December 1997 with its first flight on January 22, 1998. It received its FAA certificate on August 18, 1998.
In 2004, Boeing offered the Small Field Performance package to meet the needs of Gol Transportes Aéreos, which often operates from limited airports. Hancemts improves takeoff and landing performance. The optional package is available as standard equipment on the 737NG models and the 737-900ER.
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In July 2008, Boeing offered Messier-Bugatti-Dowty's new carbon brakes for the Next-G 737, which are designed to replace the steel brakes and will reduce the weight of the brake package by 550–700 lb (250–320 kg). on the installation of standard or high-capacity steel brakes. A 700 lb (320 kg) weight reduction on the 737-800 results in a 0.5% reduction in fuel burn.
Delta Air Lines received the first Next-G 737 model, the 737-700, with this brake package in July 2008.
The CFM56-7B Evolution Nacelle began testing in August 2009 for use on the new 737 PIP (Performance Improvement Package) to be introduced in mid-2011. This new improvement is said to reduce the overall drag force by at least 1% and has some weight. . Overall, there is a claimed 2% improvement in fuel burn over long stages.
This short-field design package is an option on the 737-600, -700 and -800 and is standard equipment on the new 737-900ER. These improved short-runway versions can increase payload or fuel loads when operating on runways below 5,000 feet (1,500 m). Landing load increased to 8,000 pounds on the 737-800 and 737-900ER, and 4,000 pounds on the 737-600 and 737-700. Takeoff loads increased to 2,000 pounds on the 737-800 and 737-900ER, and 400 pounds on the 737-600 and 737-700. The package includes:
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The first upgraded version was delivered to Gol Transportes Aéreos (GOL) on July 31, 2006. At that time, twelve customers had ordered packages for more than 250 aircraft. Customers include: GOL, Alaska Airlines, Air Europa, Air India, Egyptair, GE Commercial Aviation Services (GECAS), Hapagfly, Japan Airlines, Pegasus Airlines, Ryanair, Sky Airlines and Turkish Airlines.
In 2005, three former Boeing employees filed a lawsuit on behalf of the US government, alleging that dozens of Boeing 737NGs had defective structural components supplied by fuselage manufacturer Ducommun.
The federal judge presiding over the case sided with Boeing, and a subsequent appeals court ruled in the company's favor.
A 2010 documentary by Al Jazeera claimed that in the crashes involving the 737NG - Turkish 1951, American Airlines 331 and AIRES 8250 - the fuselage broke up on impact due to faulty structural components that caused the problem. 2005 lawsuit.
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However, in all three cases, accident investigations found no link between post-accident structural failures and construction problems.
A 2019 inspection of the 35,000-flight 737NG revealed fatigue cracks in a fuselage-wing component known as the "pickle fork," which is designed to last 90,000 flights over its lifetime. Boeing reported the problem to the FAA in September 2019, and more planes showed similar cracks after inspection.
The cracks were discovered in an aircraft with more than 33,500 flights to convert to a truck. Aircraft with more than 30,000 flights (15 years with 2,000 flights per year) must be inspected within one week, and those with more than 22,600 flights (11 years) within one year.
Of the 500 aircraft first inspected, 5% (25) had cracks and were grounded. Boeing was expected to repair the first aircraft three weeks after the directive was issued, which would serve as the template for the resulting Service Bulletin.
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Of the 810 aircraft inspected over 30,000 cycles, 38 (4.7%) had structural cracks, leaving 1,911,737 NGs in 22,600 cycles to be inspected over the next 1,000 cycles, or about 930 across the entire US service fleet.
By early November, 1,200 aircraft had been inspected, and about 60 (5%) had cracks. Four aircraft were found to have cracks near the speeders outside the launch area. On November 5, Boeing recommended expanding controls to be scheduled for November 13 to the FAA.
. Aircraft with less than 30,000 cycles were required to be re-inspected every 1,000 cycles, then again every 60 days. About a quarter of the global NG fleet of 6,300 aircraft had to be inspected.
After the limited failure of Southwest Airlines Flight 1380 on April 17, 2018, the NTSB recommended on November 19, 2019 that the tail be redesigned and upgraded for all 6,800 aircraft in service.
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Boeing 737 production was to increase from 31.5 units per month in September 2010 to 35 units in January 2012 and 38 units per month in 2013.
In 2014, the production volume was 42 units per month, and it was planned to reach 47 units per month in 2017 and 52 units in 2018.
In 2016, the monthly production rate was targeted to reach 57 units per month in 2019, then a factory limit of 63 units. At Boeing's Rton plant, a single plane was built in 10 days, less than half the time it took a few years ago. Spirit AeroSystems' airframe license plant in Wichita, Kansas supplies Day 1. On the 2nd day, the electrical wiring is installed, and on the 3rd day, the hydraulics are installed. On the 4th day, the fuselage is lifted by a crane and rotated 90 degrees, the wings are joined. with the aircraft in six hours with the landing gear and the aircraft rotated 90° again. The final assembly process begins on Day 6 with the installation of airline seats, galleries, toilets, bins, etc. starts with installation. It is installed on day 8 and leaves the factory for test flights on day 10.
Boeing stopped 737NG passenger assembly in 2019. The last assembled aircraft was delivered to KLM in December 2019. The last two deliveries were made to China Eastern Airlines on January 5, 2020. Production of the P-8 Poseidon variant continues.
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The FAA proposed nearly $3.9 million in fines for Boeing's installation of the same defective 737 MAX components on approximately one hundred and thirty-three 737 NGs.
Since 2006, Boeing has been discussing replacing the 737 with a "clean sheet" design (internally named "Boeing Y1") that could follow the Boeing 787 Dreamliner.
In 2011, Boeing introduced the 737 MAX, an updated and redesigned version of the 737NG with more efficient CFM International LEAP-1B engines and aerodynamic changes with different wings.
Plan view of the 737NG, showing a wingspan 25% longer and 16 feet (4.9 m) wider than the 737 Classic
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The wing was redesigned with a new thinner airfoil section and longer chord, and the wingspan was increased (16 ft (4.9 m)) increasing the wing area by 25%, which increased overall fuel capacity by 30%. New quieter and more economical CFM56-7B demons are used.
The 737NG combines the -600, -700, -800 and -900 with improved performance and common features retained from the previous 737 models. The wing, engine, and fuel capacity improvements together increase the 737's range by 900 nmi (1,700 km). 5600 km),
The Speed Trim System introduced on the 737 Classic has been updated
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