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Boeing 737

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Boeing 737
Air Berlin Boeing 737-700 in Boeing house colors.
Type Airliner
Manufacturer Boeing Commercial Airplanes
Maiden flight 9 April 1967
Status Active
Primary users Southwest Airlines
Continental Airlines
Air China
Produced 1968 - Present
Number built 5,439
Unit cost 737 NG US$49.5-85 million [1]
Variants Boeing Business Jet
737 AEW&C
C-40 Clipper
P-8 Poseidon

The Boeing 737 is an American short to medium range, single aisle, narrow body jet airliner. Developed from Boeing's 727 and 707, the 737 is a now available in a number of versions, from the -200 to the most recent addition, the -900ER.

First envisioned in 1964, the 737 entered service in 1968, it is the most ordered and produced commercial passenger jet of all time, and has been continuously manufactured by Boeing since 1967. With over 7,000 ordered and over 5,000 delivered, the 737 is now so widely used that at any given time, there are over 1,250 airborne worldwide.[2] On average, somewhere in the world, a 737 takes off or lands every five seconds.[2]


The 737 was born out of Boeing's need to introduce a competitor in the short-range, small capacity jetliner market which had been pioneered by the Sud Aviation Caravelle, BAC 1-11 and the Douglas DC-9. By 1964, Boeing's intense market research yielded plans for a 50 to 60 passenger plane for routes 50 to 1,000 mi (80 to 1,609 km) long.[3]
Boeing 737 planform is shown on this KLM takeoff.

Boeing was far behind its competitors when the 737 was launched, as rival aircraft were already into flight certification. Boeing reused 60 percent of the structure and systems of the existing 727, most notably the fuselage cross section, which permitted six-abreast seating compared to the rival 1-11 and DC-9's five-abreast layout.[4]

Significantly, the widened cross-section and short fuselage complicated the aerodynamics of the aft-mounted engines common with airlines of the time. As a result, engineers decided to mount the nacelles directly to the underside of the wings. The placement of this weight below the center of the aircraft also reduced stresses on the airframe, which allowed for a lighter wing,[5] and kept the aircraft low to the ground for easy ramp operations.[6] The engine chosen was the Pratt & Whitney JT8D-1.[7]

Lufthansa became the launch customer on 19 February 1965,[4] with an order of 21 aircraft after the airline reportedly received assurances from Boeing that the 737 would not be cancelled.[8] Consultation with Lufthansa resulted in an increase in capacity to 100 seats.[4]

File:NASA TEST 737-100.jpg
The prototype 737, a -100 operated by NASA for testing.

The initial assembly of the 737 was adjacent to Boeing Field (now officially called King County International Airport) because the factory in Renton was at capacity building the 707 and 727. After 271 aircraft, production was moved to Renton in late 1970.[9][10] A significant portion of the fuselage assembly is in Wichita, Kansas previously by Boeing but now by Spirit AeroSystems, which purchased some of Boeing's assets in Wichita.[11]

On 5 April 1965, before the -100 prototype had ever flown, Boeing announced an order by United Airlines for a stretched version, labeled the -200 series, with an extra 1.8 m (6 ft) of fuselage behind the wing.[12]

The first -100 rolled out in December 1966, and made its maiden flight on 9 April 1967 piloted by Brien Wygle and Lew Wallick[13] Nearly 1,300 hours of flight testing was done by the six test aircraft, and on 15 December 1967 the Federal Aviation Administration certified both the -100 and -200 for commercial flight.[14]

Lufthansa received their first aircraft on 28 December 1968 and on 10 February 1968 became the first non-American airline to launch a new Boeing aircraft.[14] Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were ever produced.[15]

The 737-200 made its maiden flight on 8 August 1967. The lengthened 737-200 was widely preferred and was produced until 1988. The inaugural flight for United was flown on 28 August 1968 from O'Hare International Airport to Gerald R. Ford International Airport.[14]

In 1970, Boeing received only 37 orders. Facing financial difficulties, Boeing considered closing the 737 production line and selling the design to Japanese aviation companies.[16] In a bid to increase sales, Boeing offered a 737C (Combi) model in both -100 an -200 lengths. This model featured a 340 x 221 cm (134 x 87 in) freight door just behind the cockpit, which allowed for palletized cargo.[17]

After aircraft #135, a series of improvements were incorporated in to the 737-200. This became known as the 737-200 Advanced, which became the production standard. In 1988 the initial production run of the -200 model ended after producing 1,144 aircraft. The last one was delivered to Xiamen Airlines on 08 August 1988.[18][19]

Newer variants

In the early 1980s, the 737 was given its first major facelift. The 737 Classic series, a name given for the -300/400/500 series after the introduction of the -600/700/800 series, introduced new technology while retaining commonality with previous 737s. Fitting the CFM56 engine yielded significant gains in fuel economy, 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.

Prompted by the modern Airbus A320, Boeing initiated the 737 Next Generation (NG) program in 1993. 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 essentially that of a new airplane, but important commonality is retained from previous 737.

In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Aéreos, who frequently operate from restricted airports. The optional package is available for the 737NG models and standard equipment for the 737-900ER. The enhancements improve takeoff and landing performance.

Boeing has already hinted that a "clean sheet" replacement for the 737 (internally dubbed "Boeing Y1") could follow the Boeing 787.

On 13 February 2006, Boeing delivered the 5,000th 737 to Southwest Airlines. This 737-700 is the 447th 737 to join the carrier's all-Boeing 737 fleet.

On 21 August 2006, Sky News alleged that Boeing's Next Generation 737s built from 1994 to 2002 contained defective parts. The report stated that various parts of the airframe produced by Ducommun were found to be defective by Boeing employees but that Boeing refused to take action. Boeing said that the allegations were "without merit".[20]

On 7 February 2007, a Brazilian judge banned 737-700 and -800 aircraft from operating out of São Paulo’s Congonhas airport due to recent runway overrun incidents during wet weather.[21] This ban was overturned the next day however.[citation needed]

Design description

File:Aircraft at Oslo Airport Gardermoen2005 2.jpg
Close-up of the engine nacelles of a 737 showing the flattened underside and triangular shape.

Engines on the 737 Classic series (300, 400, 500) and Next-Generation series (600, 700, 800, 900) appear not to have circular inlets, as most aircraft do. The accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock position (forward looking aft). This was done because the 737 sits lower to the ground than most airplanes and the original 737s were designed for small P&W engines, but additional ground clearance was needed for the larger CFM56 engines. This side-mounted gearbox gives the engine a somewhat triangular rounded shape. Boeing and CFM International, the engine manufacturer, claim that the shape actually yields slightly improved performance.[citation needed] The necessary nacelle redesign is known in the industry as "hamsterisation", because of the resemblance of the shape to the rodent. Because the engine is so close to the ground, 737-300s and later are more prone to engine foreign-object damage (FOD).

737s are not equipped with fuel dump systems. Depending upon the nature of the emergency, 737s either circle to burn-off fuel or land overweight. Also, the 737 has no full doors covering the main landing gear. The main landing gear (under the wings at mid-cabin) rotate into wells in the plane's belly, the legs being covered by partial doors, and "brush-like" seals aerodynamically smooth (or "fair") the wheels in the wells. The sides of the tires are exposed to the air in flight. "Hub caps" complete the aerodynamic profile of the wheels. It is forbidden to operate without the caps, because they are links to the ground speed sensor that interfaces with the anti-skid brake system. When observing a 737 take off, or at low altitude, the dark circles of the tires can be plainly seen. Boeing states that this design saves weight and reduces complexity.

Most 737 cockpits are equipped with "eyebrow windows" positioned above the main glareshield. Eyebrow windows were a feature of the original 707. They allowed for greater visibility in turns, and offered better sky views if navigating by stars. With modern avionics, they became redundant, and many pilots actually placed newspapers or other objects in them to block out sun glare. They were eliminated from the 737 cockpit design in 2004, although they are still installed in military variants and at customer request. These windows are sometimes removed and plugged, usually during maintenance overhauls and can be distinguished by a metal plug which differs from smooth metal which appears in later aircraft that were not originally fitted with the windows.

Blended winglets are available as retrofits and in production on newer 737 aircraft. These winglets stand approximately 8 feet tall and are installed at the wing tips. They help with reduced fuel burn (by reducing vortex drag), reduced engine wear, and less noise on takeoff.

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. 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.[22]


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.

Production numbers
Variant Produced First flight[19]
737-100 30[23] 09 April 1967
737-200 1,114[24] 08 August 1967
737-200C 96[25] 18 September 1968
737-200 Adv N/A 15 April 1971
T-43A 19 converted -200s N/A
737-300 1,113[24] 24 February 1984
737-400 486[24] 19 February 1988
737-500 389[24] 30 June [1989]]
737-600 68[26] 22 January 1998
737-700 847
378 on order[26]
09 February 1997
737-BBJ1 95 on order[26] 04 September 1998
737-800 1207
886 on order
31 July 1997
737-BBJ2 13 on order N/A
737-900 55 built[26] 03 August 2000
737-900ER 165 on order[26] 01 September 2006[26]
737-BBJ3 N/A N/A
Grand total 5000+

737 Original

The first generation 737s are all powered by Pratt & Whitney JT8D low-bypass ratio turbofan engines.


The initial model was the 737-100. It was launched by Lufthansa in 1964 and entered service in 1968. The aircraft is the smallest variant of the 737. 30 737-100s were ordered and delivered. No 737-100s remain in service. The original Boeing prototype, last operated by NASA, is on exhibit in the Museum of Flight in Seattle.


The 737-200 is a version of the 737-100 with an extended fuselage. It was developed to accommodate United Airlines, the launch customer. The -200 was launched in 1965 and entered service in 1968.

A large number of 737-200s is still in service, mostly with "second tier" airlines and those of developing nations. They are being phased out because of poor fuel efficiency, high noise emissions (despite the vast majority having had their JT8Ds fitted with hush kits) and escalating maintenance costs.

The 737-200 Advanced, an improved version of the -200, became the standard production version from June 1971. The 737-200 Advanced was also sold as the 737-200 Executive Jet and the 737-200HGW (High Gross Weight). The -200 Advanced has improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity and longer range than the -200.[27]

Boeing also provided the 737-200C (C for "Convertible"), that allowed conversion between passenger and cargo use. The 737-200QC (QC for "Quick Change") was a further variation of the 737-200C, facilitating rapid conversion between roles.

One option on the 737-200 was the gravel kit, which enables this aircraft to operate on unpaved runways.[3][4] Until retiring its 737-200 fleet in 2007, Alaska Airlines utilized this option for some of its rural operations in Alaska. With the retirement of these aircraft, some airports, such as Red Dog Airport, have upgraded runway facilities from gravel to paved. [28] [29]

The last delivery of a -200 series aircraft was in 1988.[30]

737 Classic

The 737 Classic incorporating improvements while also retaining commonality with previous 737. The series featured:

  • CFM56 turbofan engines, nearly 20% more fuel efficient than the JT8D.
  • Redesigned wing with improved aerodynamics.
  • Flight deck improvements with optional EFIS (Electronic Flight Instrumentation System).
  • Passenger cabin improvements similar to those on the Boeing 757.


The -300 was launched in 1981 by USAir and Southwest Airlines, becoming the first model of the 737 Classic series. The 300 series remained in production until 1999 when the last aircraft was delivered to Air New Zealand on December 17, 1999.

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 737-400 was stretched beyond the 737-300, primarily to accommodate charter airlines. Piedmont Airlines and Pace Airlines were the launch customers. The -400 was launched in 1985 and entered service in 1988 with Piedmont.

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 their 400s from regular service to an aircraft with the ability to handle 10 pallets.[5] The airline has also converted two more into fixed combi aircraft for half passenger and freight. These 737-400 Combi aircraft are now in service.


The fuselage length of the -500 is similar to the 737-200 while incorporating the improvements of the 737 Classic series. It offered a modern and direct replacement of the 737-200, while also allowing longer routes with fewer passengers to be more economical than with the 737-300.

The 737-500 was launched in 1987 by Southwest Airlines and entered service in 1990. The 737-500 has become a favorite of some Russian airlines, with Aeroflot-Nord, S7 Airlines, and Rossiya Airlines all buying second-hand models of the aircraft to replace aging Soviet-built aircraft.

737 Next Generation

In 1993, Boeing launched a large scale overhaul of the 737 Classic series. 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 like Lufthansa. After engineering trade studies and discussions with major 737 customers, Boeing proceeded to launch the 737 Next Generation series.

New features included:

  • Improved CFM56-7 turbofan engine, 7% more fuel efficient than the CFM56-3
  • New airfoil section, increased wing span, area, and chord
  • Increased fuel capacity and higher MTOW
  • Redesigned vertical stabilizer
  • Six-screen LCD glass cockpit with modern avionics, retaining crew commonality with previous generation 737
  • Passenger cabin improvements similar to those on the Boeing 777, featuring more curved surfaces and larger overhead bins than previous generation 737s. The Next Generation 737 interior was also adopted on the Boeing 757-300.
  • Intercontinental range of over 3,000 nautical miles (5,556 km).[31]


The 737-600 was launched by Scandinavian Airlines System in 1995, but has suffered from weak sales, being most profitable for airlines focusing on long and thin routes. The 737-600 is the direct replacement of the 737-500 and competes with the A318. This is the only Boeing 737 still in production that does not include winglets as an option. [32]


The 737-700 was launched by Southwest Airlines in 1993 and entered service in 1998. It replaced the 737-300 in Boeing's lineup, and its direct competitor is the A319. It typically seats 132 passengers in a two class cabin or 149 in all economy configuration. An executive conversion is offered as the BBJ1. The BBJ1 is fitted with the 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 737-700C is a convertible version where the seats can be removed from the plane to carry cargo. There is a large door on the left side of the aircraft. The US Navy launched the 737-700C.

Boeing launched the 737-700ER on January 31 2006.[33] All Nippon Airways is the launch customer, with the first one delivered on 16 February 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 will offer a range of 5,510 nautical miles (10,205 kilometers), with seating for 126 passengers in a 2-class configuration. A competitor to this model would be the A319LR. The 700ER has the second longest range for a 737 after the BBJ2. It is able to fly transatlantic services such as FlyGlobespan services from Glasgow to Boston and Toronto

All Nippon Airways, Japan’s second-biggest carrier, is to pioneer the model 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.[6]


The 737-800 is a stretched version of the 737-700, and replaces the 737-400. It also filled the gap left by Boeing's discontinuation of the McDonnell Douglas MD-80 and MD-90 after 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 two class layout, or 189 in one class, and competes with the A320.

An executive conversion is offered as the BBJ2, and the 737-800ERX ("Extended Range") is available as a military variant. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets.


Boeing later introduced the 737-900, the longest variant to date. Alaska Airlines launched the 737-900 in 1997 and accepted delivery in 2000. Because the -900 retains the same exit configuration of the -800, seating capacity is limited to 177 seats in two classes, or 189 in a single-class layout. The 737-900 also retains the MTOW and fuel capacity of the -800, trading range for payload.

These shortcomings until recently prevented the 737-900 from effectively competing with the Airbus A321.

The 737-900ER 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 capacity to 180 passengers in a 2-class configuration or 215 passengers in a single-class layout. Additional fuel capacity and standard winglets improve range to that of other 737NG variants.

The first 737-900ER was rolled out of the Renton, Washington factory on August 8, 2006 for its launch customer, Lion Air. Then on April 27 2007, Boeing delivered the first 737-900ER to Lion Air. The airplane features a special dual paint scheme that combines the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage. Lion Air has ordered 122 737-900ERs to be delivered by 2013.[7]

Boeing Business Jet

After the introduction of the next generation series (-600 to -900ER), Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including the 737-800 wing design.

Plans for a business jet version are not new. In the late 1980's, Boeing marketed the Boeing 77-33 jet, a business jet version of the 737-300.[34] The name was short-lived.

Military and government variants

The Boeing 737 has also been popular as a military variant. Some versions are:




Many countries operate the 737 passenger and cargo variants in government or military applications.


Measurement 737-100 737-400 737-500 737-600 737-700 737-800 737-900ER
Cockpit Crew Two
Seating capacity 118 (1-class, dense)
104 (1-class, standard)
168 (1-class, dense),
159 (1-class, standard)
132 (1-class, dense),
123 (1-class, standard))
149 (1-class, dense),
140 (1-class, standard)
189 (1-class, dense),
175 (1-class, standard)
215 (1-class, high-density),
204 (1-class, dense),
177 (1-class, standard)
Seat Pitch 30" (1-class, dense),
34" (1-class, standard)
30" (1-class, dense), 32" (1-class, standard) 28" (1-class, high-density),
30" (1-class, dense),
32"(1-class, standard)
Seat width 17.2" (1-class, 6 abreast seating)
Airplane Length 28.6 m
(94 ft)
36.5 m
(119 ft 6 in)
31.1 m
(101 ft 8 in)
31.2 m
(102 ft 6 in)
33.6 m
(110 ft 4 in)
39.5 m
(129 ft 6 in)
42.1 m
(138 ft 2 in)
Wingspan 28.3 m
(93 ft)
28.9 m
(94 ft 8 in)
35.7 m
(117 ft 5 in)
Airplane Height 11.3 m
(37 ft)
11.1 m
(36 ft 5 in)
12.6 m
(41 ft 3 in)
12.5 m
(41 ft 2 in)
Wing Sweepback 25° 25.02°
Aspect Ratio 8.83 9.16 9.45
Fuselage Width 3.76 m (12 ft 4 in)
Fuselage Height 4.11 m (13' 6")
Cabin Width 3.54 m (11 ft 7 in)
Cabin Height 2.20 m (7 ft 3 in)
Weight Empty 28,120 kg
(61,864 lb)
33,200 kg
(73,040 lb)
31,300 kg
(68,860 lb)
36,378 kg
(80,031 lb)
38,147 kg
(84,100 lb)
41,413 kg
(91,108 lb)
44,676 kg
(98,495 lb)
Maximum take-off weight 49,190 kg
(108,218 lb)
68,050 kg
(149,710 lb)
60,550 kg
(133,210 lb)
66,000 kg
(145,500 lb)
Basic: 70,080 kg
(154,500 lb)
ER: 77,565 kg
(171,000 lb)
79,010 kg
(174,200 lb)
85,130 kg
(187,700 lb)
Maximum landing weight 44,906 kg
(99,000 lb)
56,246 kg
(124,000 lb)
49,895 kg
(110,000 lb)
55,112 kg
(121,500 lb)
58,604 kg
(128,928 lb)
66,361 kg
(146,300 lb)
Maximum zero-fuel weight 40,824 kg
(90,000 lb)
53,070 kg
(117,000 lb)
46,720 kg
(103,000 lb)
51,936 kg
(114,500 lb)
55,202 kg
(121,700 lb)
62,732 kg
(138,300 lb)
Cargo Capacity 18.4 m³
(650 ft³)
38.9 m³
(1,373 ft³)
23.3 m³
(822 ft³)
21.4 m³
(756 ft³)
27.3 m³
(966 ft³)
45.1 m³
(1,591 ft³)
52.5 m³
(1,852 ft³)
Takeoff run at MTOW 1,990 m (6,646 ft) 2,540 m (8,483 ft) 2,470 m (8,249 ft) 2,400 m (8,016 ft) 2,480 m (8,283 ft) 2,450 m (8,181 ft)
Service Ceiling 35,000 ft 37,000 ft 41,000 ft
Cruising speed (mach) 0.74 (485mph) 0.74 0.785 0.78
Maximum speed (mach) 0.82
Range fully loaded 3,440 km (1,860 NM) 4,005 km (2,165 NM) 4,444 km (2,402 NM) 5,648 km (3,050 NM) Basic: 6,230 km (3,365 NM)
WL: (3,900 NM)
ER: (5,375 NM)
5,665 km (3,060 NM) 4,996 km (2,700 NM) in 1 class layout,
5,925 km (3,200 NM) in 2 class layout
with 2 aux. tanks
Max. fuel capacity 17,860 L
4,725 USG
23,170 L
6,130 USG
23,800 L
6,296 USG
26,020 L
6,875 USG
29,660 L
7,837 USG
Engine manufacturer Pratt & Whitney CFM International
Engine type (x2) JT8D-7 56-3B-2 56-3B-1 56-7B20 56-7B26 56-7B27 56-7
Takeoff Thrust 19,000 lbf 22,000 lbf 20,000 lbf 20,600 lbf 26,300 lbf 27,300 lbf
Cruising Thrust 3,870 lbf 4,930 lbf 4,902 lbf 5,210 lbf 5,480 lbf
Fan Tip Diameter 1.12 m (44 in) 1.52 m (60 in) 1.55 m (61 in)
Engine Bypass Ratio 1.1:1 4.9:1 5.0:1 5.5:1 5.3:1 5.1:1
Engine Length 3.20 m (126.1 in) 2.36 m (93 in) 2.51 m (98.7 in)
Engine Weight (dry) 1,617.2 kg (3,558lb) 2,409.5 kg (4,301 lb) 2,360 kg (5,194 lb) 2,371 kg (5,216 lb)
Engine Ground Clearance 51 cm (20 in) 46 cm (18 in) 48 cm (19 in)

Sources: [8], [9]

737 deliveries

2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988
306 302 212 202 173 223 299 281 320 281 135 76 89 121 152 218 215 174 146 165
1987 1986 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967
161 141 115 67 83 95 108 92 77 40 25 41 51 55 23 22 29 37 114 105 4
  • Last Updated: November 15, 2007


Accidents summary

Statistics as of January 1, 2007:

  • Hull-loss Accidents: 115 with a total of 3,272 fatalities
  • Other occurrences: 6 with a total of 242 fatalities
  • Hijackings: 96 with a total of 325 fatalities
Recent notable accidents
  • 14 August 2005 - Helios Airways, Flight 522, a 737-300 with 121 on board suffered a loss of cabin pressure. It is suspected that the pressure regulating valve was left open in the manual position, and caused depressurization during the ascent. All 121 aboard the aircraft were killed.
  • 20 August 2007 - China Airlines Flight 120, a Boeing 737-800 inbound from Taipei, caught fire shortly after landing at Naha Airport in Okinawa Prefecture, Japan. There were no fatalities. Following this incident, the FAA issued an Emergency Airworthiness Directive (EAD) on 25 August ordering inspection of all Boeing 737NG series aircraft for loose components in the wing leading edge slats within 24 days. On 28 August, after initial reports from these inspections, the FAA issued a further EAD requiring a detailed or boroscope inspection within ten days, and an explicit tightening of a nut-and-bolt assembly within 24 days.[35]


  1. "Boeing boosts aircraft prices 5.5% on rising cost of labor, materials", Air Transport World, retrieved June 26 2007.
  2. 2.0 2.1 737 Facts. Boeing. Access date: 30 October 2006.
  3. Sharpe and Shaw, 2001, pg 12.
  4. 4.0 4.1 4.2 Sharpe and Shaw, 2001, pg 13.
  5. Sharpe and Shaw, 2001, pg 18.
  6. Sutter, Joe. 747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation. Washington, DC: Smithsonian Books, 2006, p. 76-78.ISBN 0-06-088241-9.
  7. Shaw, 1999, pg.6.
  8. Boeing delivers its 5,000th 737. Accessed 3 January 2008/
  12. Sharpe and Shaw, 2001, pg 17.
  13. "Original 737 Comes Home to Celebrate 30th Anniversary", The Boeing Company press release, May 2 1997.
  14. 14.0 14.1 14.2 Sharpe and Shaw, 2001, pg 20.
  15. Sharpe and Shaw, 2001, pg 120.
  16. Wallace, J. (13 February 2006). Boeing delivers its 5,000th 737. Seattle Post-Intelligencer. Retrieved on 2007-12-18.
  17. Sharpe and Shaw, 2001, pg 19.
  18. Sharpe and Shaw, 2001, pg 23.
  19. 19.0 19.1 737 Family. Retrieved on 5 January, 2008.
  20. Report alleges faulty parts in jets. United Press International, 21 August 2006 [1] Access date: 22 August 2006.
  21. Judge bans Fokker 100s and Boeing 737s from São Paulo airport
  23. Sharpe and Shaw, 2001, pg 33.
  24. 24.0 24.1 24.2 24.3 Sharpe and Shaw, 2001, pg 57.
  25. Sharpe and Shaw, 2001, pg 35.
  26. 26.0 26.1 26.2 26.3 26.4 26.5 [2]
  27. Sharpe and Shaw, 2001, p. 41.
  30. About the 737 Family The Boeing Company. Retrieved 2007-12-20.
  31. 737 Family, Comprehensive Background
  33. Boeing Launches Longest-Range 737 with ANA
  35. "FAA orders quicker 737 wing inspections",, 29 August, 2007.
  • Sharpe, Michael and Shaw, Robbie. Boeing 737-100 and 200. Osceola, Wisconsin: MBI Publishing Company, 2001. ISBN 0-7603-0991-4.
  • Shaw, Robbie. Boeing 737-300 to 800]. Osceola, Wisconsin: MBI Publishing Company, 1999. ISBN 0-7603-0699-0.

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