737-300[edit]

737-300 with wider CFM56 turbofans, introduced by USAir on November 28, 1984.

Development began in 1979 f or the 737's f irst major revision, which was originally introduced as
the 'new generation' of the 737. [48] Boeing wanted to increase capacity and range, incorporating
improvements to upgrade the aircraf t to modern specifications, while also retaining commonality
with previous 737 variants. In 1980, preliminary aircraf t specif ications of the variant, dubbed 737-
300, were released at the Farnborough Airshow.[49] This f irst major upgrade series was later
renamed to the 737 Classic series. It competed primarily with MD -80, later its derivative MD-
90 and the newcomer Airbus A320 f amily. Boeing engineer Mark Gregoire led a design team,
which cooperated with CFM International to select, modif y and deploy a new engine and nacelle
that would make the 737-300 into a viable aircraf t. They chose the CFM56-3B-1 high-
bypass turbofan engine to power the aircraf t, which yielded significant gains in f uel 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 f an (which made the
engine slightly less ef ficient than it had been f orecast 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. [50][51] Earlier customers f or the CFM56 included
the U.S. Air Force with its program to re-engine KC-135 tankers. [52] The passenger capacity of the
aircraf t was increased to 149 by extending the f uselage around the wing by 9 f eet 5 inches
(2.87 m). The wing incorporated several changes f or improved aerodynamics. The wingtip was
extended 9 in (23 cm), and the wingspan by 1 f t 9 in (53 cm). The leading-edge slats and trailing-
edge f laps were adjusted. [50] The tailf in was redesigned, the f light 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.[53] The prototype −300, the 1,001st
737 built, f irst flew on February 24, 1984 with pilot Jim McRoberts. [53] It and two production
aircraf t f lew a nine-month-long certif ication program. [54] The 737-300 retrof itted with Aviation
Partners' winglets was designated the -300SP (Special Performance). The 737-300 was
replaced by the 737-700 of the Next Generation series.
737-400[edit]

Alaska Airlines was the first airline to have a 737-400 converted to a freighter.

The 737-400 was launched in 1985 to f ill the gap between the 737-300 and the 757-200. In June
1986, Boeing announced the development of the 737-400, [55] which stretched the f uselage a
f urther 10 f t (3.0 m), increasing the capacity to 188 passenger and required a tail bumper to
prevent tailstrikes during take-of f , and a strengthened wing spar.[56] The -400s f irst f light was on
February 19, 1988, and, af ter a seven-month/500-hour f light-testing run, entered service
with Piedmont Airlines that October. [57] The last two -400s, i.e. the last 737 Classics series, were
delivered to CSA Czech Airlines on February 28, 2000. [58] The 737-400 was replaced by the 737-
800 of the Next Generation series. The 737-400SF was a 737-400 converted to f reighter, though
it was not a model delivered by Boeing and hence the nickname Special Freighter (SF). Alaska
Airlines was the f irst to convert one of their 400s f rom regular service to an aircraf t with the ability
to handle 10 pallets. [59] The airline had also converted f ive more into f ixed combi aircraf t for half
passenger and f reight. These 737-400 Combi aircraf t were retired in 2017 and replaced by the
737-700F of the Next Generation series. [60]
737-500[edit]

Shorter by 7 ft 10 in (2.4 m), Southwest Airlines received the first 737-500 on February 28, 1990

The 737-500 was of f ered as a modern and direct replacement of the 737-200. It was launched in
1987 by Southwest Airlines, with an order f or 20 aircraf t, [61] and f lew f or the f irst time on June 30,
1989. [57] A single prototype flew 375 hours f or the certif ication process,[57] and on February 28,
1990, Southwest Airlines received the f irst delivery. [40]
The -500 incorporated the improvements of the 737 Classic series, allowing longer routes with
f ewer passengers to be more economical than with the 737-300. The f uselage length of the -500
is 1 f t 7 in (48 cm) longer than the 737-200, accommodating up to 140[56] passengers. Both glass
and older-style mechanical cockpits arrangements were available. [57] Using the CFM56-3 engine
also gave a 25% increase in f uel ef f iciency over the older -200s P&W engines. [57] The -500 has
f aced accelerated retirement due to its smaller size, af ter 21 years in service compared to 24
years f or the -300. [62][63] While a f ew 737-300s were slated f or f reighter conversion, no demand at
all existed f or a -500 f reighter conversion. The 737-500 was replaced by the 737-600 of the Next
Generation series, though the -600 was not as successf ul in total orders as the -500.

737 NG (third generation)[edit]

Main article: Boeing 737 Next Generation
The Boeing 737 Next Generation, abbreviated as 737 Next Gen or 737NG, is the name given to
the main models -600/700/800/900 series and the extended range -700ER/900ER variants of the
Boeing 737 f amily. It has been produced since 1996 and introduced in 1997, with a total order of
7,097 aircraf t, of which 7,031 have been delivered as of May 2019. [1][25]
737-600[edit]

SAS received the first 737-600 in September 1998

The 737-600, the smallest model of the Next-Generation, was launched by Scandinavian
Airlines (SAS) in March 1995 with the f irst aircraf t delivered in September 1998. [64] A total of 69
aircraf t without Winglets have been produced with the last one delivered to WestJet in
2006. [1] The 737-600 replaced the 737-500 and is similar to the Airbus A318.
737-700[edit]

Southwest Airlines took delivery of the first 737-700 in December 1997

The 737-700, the f irst variant of the Next-Generation, was launched in November 1993 with an
order of 63 aircraf t. The -700 seats 126 passengers in a two-class or 149 passengers in a one-
class layout.The launch customer Southwest Airlines took the f irst delivery in December
1997. [65] The 737-700 replaced the 737-300 and competes with the Airbus A319.
The 737-700C is a convertible version where the seats can be removed to carry cargo instead.
There is a large door on the lef t side of the aircraf t. The United States Navy was the launch
customer f or the 737-700C under the military designation C-40 Clipper. [66]
The 737-700ER (Extended Range) was launched on January 31, 2006 and f eatured the f uselage
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 a range similar to the Airbus A319LR.[67]
737-800[edit]

Hapag-Lloyd received the first 737-800 in April 1998

The Boeing 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 TUIf ly) received the f irst one in April
1998. [68] The -800 replaced directly the -400 and aging 727-200 of US airlines. It f illed also the
gap lef t by Boeing's decision to discontinue the MD -80 and MD-90 aircraf t, f ollowing Boeing's
merger with McDonnell Douglas. The 737-800 is the most widely used narrowbody aircraf t and
competes primarily with the Airbus A320. [69]
737-900[edit]

The first 737-900 was delivered to Alaska Airlines on May 15, 2001

The 737-900 was launched in 1997. It retains the MTOW, f uel capacity, trading range f or payload
and also the exit conf iguration of the −800, limiting its seat capacity to approximately 177 in 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 f lat rear pressure bulkhead increased its seating capacity to
180 passengers in a two-class and up to 220 passengers in a one-class conf iguration. [70] The -
900ER was introduced to meet the range and passenger capacity of the discontinued 757-
200 and to directly compete with the Airbus A321.

737 MAX (fourth generation)[edit]

Main article: Boeing 737 MAX
The Boeing 737 MAX is the name given to the main MAX 7/8/9/10 series and high-density MAX
200 variant of the Boeing 737 f amily. It is of fered in f our main variants, typically offering 138 to
230 seats and a range of 3,215 to 3,825 nmi (5,954 to 7,084 km). The 737 MAX 7, MAX 8
(including the denser, 200-seat MAX 200), and MAX 9 replace the 737-700, -800, and -900
respectively. The f urther stretched 737 MAX 10 has also been added to the series. The main
development was to re-engine with CFM LEAP-1B very high bypass ratio. On July 20, 2011,
Boeing announced plans f or a third major upgrade and respectively f ourth generation of 737
series to be powered by the CFM LEAP-1B engine, with American Airlines intending to order 100
of these aircraf t. [71]
On August 30, 2011, Boeing conf irmed the launch of the 737 new engine variant, to be called
the Boeing 737 MAX.[72][73][74] It was based on earlier 737 designs with more ef f icient LEAP-1B
power plants, aerodynamic improvements (most notably split-tip winglets), and airf rame
modif ications. It competes with the Airbus A320neo f amily that was launched in December 2010
and reached 1,029 orders by June 2011, breaking Boeing's monopoly with American Airlines,
which had an order f or 130 A320neos that July. [75] The 737 MAX had its f irst f light on January 29,
2016, and gained FAA certif ication on March 8, 2017. [76][77] The f irst delivery was a MAX 8 on May
6, 2017 to Lion Air's subsidiary Malindo Air,[78] which put it into service on May 22, 2017. [79] As of
January 2019, the series has received 5,011 f irm orders. [1]
in March 2019, aviation authorities around the world grounded the 737 MAX f ollowing two hull
loss crashes which caused 346 deaths. [80] On December 16, 2019, Boeing announced that it
would suspend production of the 737 MAX f rom January 2020, [81] which was resumed in May
2020. In the midyear 2020, the FAA and Boeing conducted a series of recertif ication test
f lights. [82]
737 MAX 7[edit]

737 MAX 7 at the 2018 Farnborough Airshow

Status: in production (grounded)

The MAX 7, a shortened variant of the MAX 8, was originally based on the 737-700, f lying
1,000 nmi (1,900 km) f arther and accommodating two more seat rows at 18% lower f uel costs
per seat. [83][84] 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 af t f uselage and a 30-inch longer f orward
f uselage; structural re-gauging and strengthening; and systems and interior modif ications to
accommodate the longer length. [85] Entry into service with launch operator Southwest Airlines was
expected in January 2019' but the airline def erred these orders until 2023–2024. [86][87] The 737
MAX 7 replaced the 737-700 and was predicted to carry 12 more passengers and f ly 400 nmi
(740 km) f arther than Airbus A319neo with 7% lower operating costs per seat. [88]
737 MAX 8[edit]

The Boeing 737 MAX 8 entered service with Malindo Air (wearing Batik Air Malaysia livery)

The MAX 8, the f irst variant of the 737 MAX, has a longer f uselage than the MAX 7. On July 23,
2013, Boeing completed the f irm configuration f or the 737 MAX 8. [89] Its f irst commercial f light 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 f or seating f or up to 200 passengers in a single-class layout with slimline
seats requiring an extra pair of exit doors. The MAX 200 would be 20% more cost-ef ficient per
seat, including 5% lower operating costs than the MAX 8 and would be the most ef ficient narrow-
body on the market when entering service. [90] In mid-November 2018, the f irst MAX 200 of the
135 ordered by Ryanair rolled out, in a 197-seat conf iguration. [91] It was f irst f lown f rom Renton on
January 13, 2019 and was due to enter service in April 2019. [92][93]
737 MAX 9[edit]

737 MAX 9 first flight on April 13, 2017

The 737 MAX 9, the stretched variant of the MAX 8, was launched with an order of 201 aircraf t in
February 2012. It made its roll-out on March 7, 2017, and f irst f light on April 13, 2017; [94] It was
certif ied by February 2018. [95] The launch customer, Lion Air Group, took the f irst MAX 9 on
March 21, 2018, bef ore entering service with Thai Lion Air.[96] The 737 MAX 9 replaced the 737-
900 and competed with Airbus A321neo
737 MAX 10[edit]

737 MAX 10 rendering

The MAX 10 was proposed as a stretched MAX 9 in mid -2016, enabling seating f or 230 in a
single class or 189 in two-class layout, compared to 193 in two -class seating f or the A321neo.
The modest 66 in (1.7 m) stretch of f uselage enables the MAX 10 to retain the existing wing and
CFM Leap 1B engine f rom the MAX 9 with a trailing -link main landing gear as the only major
change. [97] The MAX 10 was launched on June 19, 2017, with 240 orders and commitments f rom
more than ten customers. [98] The variant conf iguration with a predicted 5% lower trip cost and
seat cost compared to the A321neo was f irmed up by February 2018, and by mid -2018,
the critical design review was completed. [99][100] The Max 10 has similar capacity as A321XLR, but
shorter range and much poorer f ield perf ormance in smaller airports than A321XLR. [101] It was
unveiled in Boeing's Renton f actory on November 22, 2019 and scheduled f or the f irst flight in
2020. [102][103] Boeing also considered a parallel development along with the 757 replacement,
similar to the development of the 757 and 767 in the 1970s. [104]
In the late 2010s, Boeing worked on a medium-range Boeing New Midsize Airplane (NMA) with
two variants seating 225 or 275 passengers and targeting the same market segment as the 737
MAX 10 and the Airbus A321 neo. [105] A Future Small Airplane (FSA) was also touted during this
period. [106] The NMA project was set aside in January 2020, as Boeing f ocused on returning the
737 MAX to service and announced that it would be taking a new approach to f uture pro jects. [107]

Design[edit]
The 737 continued to evolve into many variants but still remains recognisable as the 737. These
are divided into four generations but all are based on the same basic design.

Airframe[edit]
The f uselage cross section and nose is derived f rom that of the Boeing 707 and Boeing 727.
Early 737 cockpits also inherited the "eyebrow windows" positioned above the main glareshield,
which were a f eature of the original 707 and 727 [108] to allow f or better crew visibility. [109] Contrary
to popular belief , these windows were not intended f or celestial navigation[110] (only the military T-
43A had a sextant port f or star navigation, which the civilian models lacked. [111] With modern
avionics, the windows became redundant, and many pilots actually placed newspapers or other
objects in them to block out sun glare. They were eliminated f rom the 737 cockpit design in 2004,
although they are still installed on customer request. [112] The eyebrow windows were sometimes
removed and plugged, usually during maintenance overhauls, and can be distinguished by the
metal plug which dif f ers from the smooth metal in later aircraf t that were not originally f itted with
the windows. [112]
The 737's main landing gear, under the wings at mid -cabin, rotates into wheel wells in the
aircraf t's belly. The legs are covered by partial doors, and "brush-like" seals aerodynamically
smooth (or "f air") the wheels in the wells. The sides of the tires are exposed to the air in f light.
"Hub caps" complete the aerodynamic prof ile of the wheels. It is f orbidden to operate without the
caps, because they are linked to the ground speed sensor that interf aces with the anti-skid brake
system. The dark circles of the tires are clearly visible when a 737 takes of f, or is at low
altitude. [113]
From July 2008 the steel landing gear brakes on new NGs were replaced by Messier-
Bugatti carbon brakes, achieving weight savings up to 550–700 lb (250–320 kg) depending on
whether standard or high-capacity brakes. [114] On a 737-800 this gives a 0.5% improvement in
f uel ef f iciency.[115]
737s are not equipped with f uel dump systems. The original design was too small to require this,
and adding a f uel dump system to the later, larger variants would have incurred a large weight
penalty. Boeing instead demonstrated an "equivalent level of saf ety". Depending upon the nature
of the emergency, 737s either circle to burn of f fuel or land overweight. If the latter is the case,
the aircraf t is inspected by maintenance personnel f or damage and then returned to service if
none is f ound. [116][117]
 •

The original 737 with JT8D engines that span the entire wing chord

The 737 Classic with stubbier and wider CFM56s ahead of the wings

The 737NG has a 25% larger and 16 f t (5 m) wider wing

 •

The 737 MAX has larger CFM LEAP engines with chevrons

Engines[edit]
Engines on the 737 Classic series (−300, −400, −500) and Next -Generation series (−600, −700,
−800, −900) do not have circular inlets like most aircraf t but rather a planf orm on the lower side,
which has been dictated largely by the need to accommodate ever larger engine diameters. The
737 Classic series f eatured CFM56 high bypass turbofan engines, which yielded significant gains
in f uel economy and a reduction in noise over the JT8D low bypass engines used on the 737
Original series (−100 and −200), but also posed an engineering challenge given the low ground
clearance of the Boeing 737 f amily. Boeing and engine supplier CFM International (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 Classic and
later generations a distinctive non-circular air intake. [50]
The wing also incorporated changes f or improved aerodynamics. The engines'
accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock
position (f rom a f ront/forward looking af t perspective). This side-mounted gearbox gives the
engine a somewhat rounded triangular shape. Because the engine is close to the ground, 737-
300s and later models are more prone to engine f oreign object damage (FOD). The improved,
higher pressure ratio CFM56-7 turbof an engine on the 737 Next Generation is 7% more f uel-
ef f icient than the previous CFM56-3 on the 737 Classic with the same bypass ratio. The newest
737 variants, the 737 MAX series, f eature LEAP-1B engines f rom CFMI with a 68 inches
(1.73 m) f an diameter. These engines were expected to be 10-12% more ef f icient than the
CFM56-7B engines on the 737 Next Generation series. [118]

737-200 JT8D engine with original cowling design

737-800 CFM56 engine with ovoid "hamster pouch" inlet

737 MAX 9 CFM LEAP-1B engine with 787-derived engine