Specifications Boeing 737. Scheme of seats in the cabin. Designations of seats in the cabin

The Boeing 737 is a narrow-body passenger aircraft created in 1967 by the Boeing Corporation.

Location of the best seats in the salon

The passenger cabin of the Boeing 737 aircraft can accommodate from 100 to 215 passengers (depending on the layout of the aircraft and its modification). The most common option is the presence of two classes (business and economy), so it is worth considering it in more detail. In this case, this is the cabin of a Boeing 737-800.

As shown in the diagram, the business class cabin is equipped with 4 rows of seats. There is a fairly wide central aisle, and the seats are arranged according to the “2-2” scheme. Thanks to this, a considerable width of seats in the business class is ensured. In general, business class seats are very soft and comfortable chairs, the distance between which is sufficient so that you can recline the back to a sufficient angle and turn the seat into comfortable beds. There is enough space to not worry about legroom even for tall people. The menu for passengers in this class is exquisite and has a wide selection of drinks and dishes.

The best seats for business class are those marked with letters A and G in rows 2 and 3. Their convenience is explained by the fact that they are located in the middle of the cabin (and not in front or behind) and at the windows, which means that passengers sitting here , guaranteed beautiful view from high.

However, it should be remembered that certain business class seats are characterized by certain disadvantages. First of all, we are talking about places in row number 1. Their main disadvantage is that they are located near the toilet and utility rooms. Consequently, all the shortcomings associated with such a “neighborhood” will be experienced by the passengers of the first row in full. Also, the seats located in the fourth row (according to the passenger compartment diagram) will not be the best for business class. The thing is that they are closely adjacent to a thin partition that separates the business class from the noisier economy class. This means that noise from economy class is likely to be heard by passengers in that row, which will certainly not help. good rest in flight. In a word, when booking tickets, it is imperative to take into account these features and buy tickets for rows with numbers 1 and 4 only if there are simply no tickets for other rows.

Next to the business class seats is the economy class lounge. The seats here are placed on the sides of a slightly narrower central aisle than in the business class according to the “3-3” pattern. Economy class seats are occupied by rows (as shown in the diagram) with numbers from 10 to 33. The seats here are also quite soft and comfortable, and their backs can recline up to 45 degrees (depending on the aircraft model). The distance between the seats is approximately 80 cm.

The best seats in Economy Class are B, C, D and E in row 18. Their convenience is explained very simply: the chairs here are located directly near the emergency exits. Therefore, the chairs located in front of the 18th row, as a rule, have very limited angles of deflection of the backs (or do not deflect at all), and the distance to them is somewhat greater. This is due to the need to provide passengers with an unhindered exit from the aircraft in the event of an emergency. However, this does not apply to the seats of the 18th row, marked with the letters A and F. The fact is that the seats located at the windows are slightly “beveled” to the sides, which makes them somewhat uncomfortable. Also very good (but with reservations) are the seats in the 17th row. They are also located near emergency exits, therefore, there is more legroom here, not to mention the small angles of reclining the backs of the seats in front. However, on the other hand, due to the fact that these seats are in front of another emergency exit, their backs practically do not recline.

Particular attention should be paid to the seats located in row 10. In front of them is a partition separating business and economy classes. Thanks to this here more space for legs, and no one will be able to reject the seat located in front, thereby limiting your space. Another plus is that the distribution of food starts from these places, which provides a large assortment of food and drinks for passengers sitting here. Nevertheless, it is precisely opposite these places that special cradles for infants are installed, which can create a number of inconveniences - after all, not every person will be able to calmly relax for several hours when children scream or cry nearby. In addition, for the tenth row seats, folding tables for eating are mounted in the armrests, which can also be somewhat inconvenient.

Not the best choice would be row number 16 (according to the diagram). They are located in front of the emergency exit, and their backs have a limited tilt angle. The least attractive option for the Boeing 737 economy class is the seats located in row 33, in particular those marked with the letters C and D according to the diagram. These seats are located directly next to the toilets, which means that queues of passengers will accumulate here. The sound of slamming doors and fuss can seriously spoil the impression of the flight and the liner. To avoid this, you need to carefully choose seats when booking and take into account the features of the aircraft cabin.

History of the Boeing 737

In the early 1960s, firms McDonnell Douglas and the British Aircraft Corporation were working on the creation of short-haul passenger aircraft with a small capacity. Initially, the Boeing corporation had practically no chance in this competitive struggle. In addition, the creation of a new passenger aircraft, called the Boeing 737, began several years later than its competitors. To speed up the development of the liner, technologies used in the construction of the Boeing 707 and Boeing 727 were used. However, a number of tests of the body of the new aircraft showed design flaws, and some of its parts (for example, the wing) were made fundamentally new.

The first customer of the Boeing 737 was the German airline Lufthansa. It is thanks to her that the number passenger seats liner increased from 60, originally planned, to 103.

In 1965, the end of the development of the Boeing 737 passenger liner was announced, and two years later the first aircraft was handed over to the customer. Commercial operation models began in 1968.

During the production of this liner, lively disputes and discussions regarding the number of crew members for such an aircraft did not subside. Thus, trade union organizations sought recognition of the fact that an aircraft of this class should have a crew of only 3 people (three pilots or two pilots and a flight engineer). This decision, of course, was very unprofitable for airlines due to the need to maintain larger state pilots and increased costs.

After a meeting of the leaders of the ALPA (Air Line Pilots Association - the association of airline pilots), a corresponding resolution was adopted. It provided for the management of the Boeing 737 by a crew of 3 people. At the same time, the US Federal Aviation Administration allowed Boeing to have 2 pilots in the crew for its aircraft. Nevertheless, the disputes lasted for a long time and, to a certain extent, “scared away” a number of potential customers from the Boeing 737, thus playing into the hands of competitors.

In the 70s of the XX century, the popularity of the new Boeing 737 airliner (then it had two modifications: 737-100 and 737-200) grew rapidly, and soon the number of orders for the aircraft exceeded thousands, especially for the 737-200 model, which had elongated hull and increased passenger capacity.

In the 1980s, the liner underwent major changes. The most significant of these was the installation of new turbofan engines, as well as a change in the shape of the nacelles for them from round to slightly "flattened". This is due to the low ground clearance of the Boeing 737, due to which, during takeoff or landing, there was a constant threat of engine damage. The cabin of the liner was equipped with the latest on-board electronics systems. In 1984, a new modification, the Boeing 737-300, was developed and put into serial production.

However, after the 70s and 80s of the XX century, when the Boeing 737 unconditionally dominated the narrow-body short-haul aircraft sector, the position of the liner was seriously undermined by the Airbus passenger aircraft A320. In this regard, Boeing Corporation decided to create a new 737 family, called NG (New Generation - new generation). This line of aircraft includes such modifications as: Boeing 737-600, 737-700 and 737-800. Later, these models were joined by the Boeing 737-900 developed in 2001. Main Feature passenger liners of the "new generation" was an improved on-board electronics system, a new wing design, a more comfortable cockpit and passenger cabin, as well as a reduced weight and, as a result, better flight performance.

As of 2014, Boeing Corporation has made more than 8,000 deliveries of the 737 family aircraft, and the total number of orders for the liner exceeded 12,000. Thus, the Boeing 737 can be safely called the most massive passenger aircraft in history. It is also worth noting that the serial production of the 737th continues to this day.

Aircraft modifications

Boeing 737 aircraft are divided into 4 families, which, in turn, are represented by various modifications.

The Original family is represented by modifications 737-100 and 737-200.

• Boeing 737-100 - the first modification of the aircraft with up to 103 passenger seats. It was produced mainly in 1965-1969.
• Boeing 737-200 is a modification extended by 2 meters (compared to Boeing 737-100) with increased passenger capacity and flight range. Produced from 1967 to 1988.

The Classic family is represented by modifications 737-300, 737-400 and 737-500.

• The Boeing 737-300 is a version of the aircraft with an increased (compared to the Boeing 737-200) fuselage length and passenger capacity. Commercially operated since 1984.
• The Boeing 737-400 is a modification with an even more elongated body, which caused a serious reworking of the air conditioning system in the cabin. Boeing 747-400 has an increased capacity.
• Boeing 737-500 is a model that is essentially a shortened version of the 737-300 modification. Flight range increased to 5200 km.

The Next Generation family is represented by modifications 737-600, 737-700, 737-800 and 737-900.

• Boeing 737-600 is the first modification of the family. In fact, it is a replacement for the Boeing 737-500 model, as it has exactly the same characteristics. However, in the future, due to inefficiency, the aircraft turned out to be unpopular.
• Boeing 737-700 - a modification with an increased number of passenger seats (compared to 737-600) and an increased flight range. There is also a Boeing 737-700ER (Extended Range) model.
• The Boeing 737-800 is an airliner intended to replace the Boeing 737-300. It has an increased capacity (up to 190 passengers) and an elongated fuselage.
• Boeing 737-900 is a modification of the aircraft with the longest body in the family (42 meters). The number of passenger seats is up to 190.

Also, on the basis of the Boeing 737-900, a modification of the 737-900ER was created with an increased passenger capacity (up to 215 people) and an increased flight range.

The 737 MAX family is currently under development and is expected to be represented by the 737 MAX 7, 737 MAX 8 and 737 MAX 9 models.

Brief overview of the Boeing 737 and its characteristics

Around the world, at any given time, there are approximately 1,200 Boeing 737s in the air, transporting passengers safely to their destinations.

The Boeing 737 is considered the most popular (in the history of the aircraft industry) serial passenger aircraft. Every day, 4,000 Bings, operated by many countries around the world, carry a total of about 1.3 million passengers. Every 5.3 seconds, one Boeing 737 flies into the sky from some airport on our planet.

Since the first Boeing 737 took to the skies in 1968, these airliners have traveled almost 90 billion km, or about 124 million hours of operation.

Which countries operate the Boeing 737?

When, in the distant 60s, the first model of the Boeing 737, namely the Boeing 737-100, was put into service, it was designed to deliver people to remote areas (so remote that up to that moment, aircraft had never been seen there at all). ). Since that time, this type of aircraft has developed new air travel markets, namely northern regions Canada and the South Pacific Islands. By the way, Boeing 737s fly to many more new locations than other commercial aircraft.

Today, Boeings are operated by 115 countries, including the Republic of Trinidad and Tabago (located in the southern Caribbean) and Tanzania (located on the east coast of Central Africa). Routes and length of flights are also very diverse. Many airlines use the Boeing 737 to transport passengers to hot countries. Boeings, owned by the US mainline airline Alaska Airlines, make long-haul flights (about 4,000 km long) from Chicago, Illinois to Anchorage, Alaska.

These airliners are very comfortable, both for long transcontinental flights (whether from north to south, or from east to west), as well as for flights on short routes. Copa Airlines (Panama's flag carrier, headquartered in Panama City) still holds the record for the longest flight distance (2858 nautical miles - or 5300 km) from Panama City (located in the upper part of the South American continent) to Buenos Aires (Argentina) in the south. Boeing 737s, owned by a number of American airlines, generally fly several times a day from east to west across the North American continent.

In contrast, Japanese airline Japan TransOcean Air holds the record for the shortest (7.6 nautical miles - 14 km) flight by a Boeing 737 between pacific ocean, the islands of Kita Daito and Minami Daito. Aloha Airlines (which went out of business in 2008, by the way) and Cayman Airways also use Boeing 737s on short haul routes around the Hawaiian and Cayman Islands. And Air Tanzania, these aircraft are needed to make flights of 35 nautical miles (65 km) from the city of Dar es Salaam (the largest city in Tanzania) to the island of Zanzibar (located in the Indian Ocean).

The development of Boeing does not stand still. Thanks to the emergence of new high-tech systems, these aircraft are constantly being upgraded.

In the early 90s of the last century Boeing The Airplane Company unveiled a completely computer-generated new line of Boeing 737s, consisting of 4 models of passenger aircraft, called 737 NG (Next-Generation-new generation). The 737 NG family includes the 737-600, -700, -800 and -900 series, which are markedly different from the original Boeing 737 family aircraft.

The 737-700 was the first of four Boeings designed and built. Southwest Airlines, the largest American low-cost airline, became the first airline to order this model. The second to see the benefits of the new aircraft was the Danish low-cost airline Maersk Air.

Everything from nose to tail on the 737 NG was created using the latest technologies, which allowed the Boeing 737 NG to eventually become a fundamentally new type of aircraft. These aircraft have an updated wing, improved engines, landing gear, APU (auxiliary power unit) and the latest technology cockpit.

The wing for the Boeing 737 is being built at a Boeing-owned factory located in Renton, Washington, USA. They are made in the same building where the Boeing 707 and 727 were once made.

The developers faced a difficult (with which they successfully coped) task - to design the models in such a way that four new modifications of the Boeing Next-Generation 737 could fly at higher speeds, at high altitudes and fly farther than previously released Boeing 737s. The new-generation airliners can fly at 11,900 meters (above what similar models of competing companies can afford). This ability of the 737 NG is only "on hand" for airlines. Indeed, thanks to this, Boeings can be outside the bad weather zone, and fly in less congested aircraft heaven, providing passengers with a more enjoyable journey

Equally important is the ability of the Boeing 737 NG to develop a higher speed, because in this case, the flight takes less time, which means that passengers will hang less in the air and arrive at their destination sooner. The cruising speed of the Boeing 737 NG is 770 km/h. For older Boeing 737 models, it was 690 km / h.

Updated wing, low specific consumption fuel and other design features of the new modifications of the Boeing 737 NG made it possible to increase the flight range (i.e. fly 1660 km more than was possible on previous models of the Boeing 737). Consequently, there is a growing number of corresponding cities for which airlines can use Boeing 737 aircraft, opening up new markets for carriers around the world.

The invaluable help of the computer

And although the overall design of the Boeing 737 NG aircraft models was completed back in the 90s of the last century, design work continues to this day.

The technical design of the Boeing 737 NG models is carried out at the plant located in Renton, a suburb of Seattle, located on the shores of Lake Washington.

Boeing designers use CATIA software to design the aircraft, which uses 2D and 3D graphics to create shop drawings that show each node and how it relates to other parts. The use of computers assumes maximum measurement accuracy, thereby ensuring that each element fits exactly into the next.

As a rule, each airline, for the Boeing Next-Generation 737 model it has chosen, selects its own (different from the main one) configuration or layout of the aircraft. From the wide range of options offered, Boeing's engineers make changes to the design of every aircraft for every airline, whether it's creating blueprints for a new type of in-flight entertainment system or a dedicated in-flight kitchen for cooking.

Design work never stops. Constantly working on the improvement (so necessary for aircraft control) of the cockpit equipment, the company's specialists do not forget about other systems that increase both the safety of the aircraft and its aerodynamic qualities.

Cabin Boeing-737-800

Assembly of 367,000 parts

At its (United States) factories, Boeing Commercial Airplanes (one of the major civilian manufacturing divisions of the Boeing Corporation) performs the basic assembly of all Boeing 737s. However, aircraft parts are sourced from suppliers around the world. .

Assembling a Boeing 737 is a rather complicated process. Just think, to assemble one plane, workers need 367,000 parts, the same number of bolts, rivets and other fasteners, plus 58 km of electrical wires.

The fuselage of the airliner is manufactured at the company's plant located in Wichita, Kansas, in the Midwest. Here, workers attach the nose section of the aircraft fuselage to the center section and tail section. After the fuselage is fully assembled, it is loaded onto a railway platform, secured and sent to (located at a distance of 3500 km) Renton.

After arriving in Renton, the fuselage is moved to another platform and transported to the assembly shop for final assembly, which takes 13 days.

At the first stage of the final assembly, the main attention of the workers is focused on the cabin of the aircraft. Just like carpenters (finishing inside the house), they install insulation material along the inside walls of the fuselage, then add electrical wiring and piping systems.

After the fuselage is ready for the next stage of production, an overhead crane, located at a height of 27 m from the floor, lifts it high up and smoothly moves it to the next position. There, with the help of high-precision tools, a landing gear and two wings are installed, which makes the object being assembled look like a real aircraft. At this stage, the Boeing itself can already roll around the shop to take its place on the continuously moving conveyor line.

conveyor line

So, as mentioned above, after installing the wing and landing gear, the aircraft is sent to the conveyor. As the Boeing moves along the conveyor, tails, stabilizers are added to it, and all the necessary components and parts are installed in the cockpit and passenger compartment.

It's been more than a century since Henry Ford introduced the assembly line to assemble cars. Boeing became the first aircraft company to use this approach to assemble airliners when production lines (first for the Boeing 717 and later for the 737) were transformed into moving assembly lines. The introduction of conveyor lines helped reduce aircraft assembly time, as well as reduce storage and production costs.

The conveyor where Boeing 737s are assembled is moving continuously (at a speed of 5cm/min). The line stops only for breaks in the work of employees, in case of critical problems related to production or in the intervals between shifts. Assembly timelines (drawn on the shop floor) help workers keep track of assembly progress.

An overhead crane standing at the beginning of the conveyor lifts the keel for its final fixing. The floor panels and cladding of the galleys are then installed. Next, proceed to the functional test of the aircraft.

Tests

During one of the tests, mechanics create pressure inside the aircraft comparable to the aircraft flying at an altitude of 28,300 m (more than twice the altitude of Boeing during operation). This is done to make sure that there is no air leakage in the cabin. The next test is that, with the help of large yellow lifts, the aircraft (weighing 70.3 tons) is lifted into the air so that experts can carefully check the operation of the retraction and landing gear system.

As the aircraft moves towards the end of the conveyor, the installation of the rest of the "stuffing" (toilets, luggage racks, ceiling panels, carpeting, chairs, etc.) is completed. Just before the Boeing 737 leaves the factory after final assembly, the engines will be installed on it.

Immediately after assembly, the aircraft is sent to the hangar for painting. On average, one Boeing takes about 189 liters of paint (approximately 136 kg).

After painting, the aircraft proceeds to the final stage of testing - namely, a test flight, confirming that this airliner is ready to carry passengers. The test pilots are the first to test the aircraft, and then the pilots of the customer airline.

And only after that, the airliner is sent to the new owner. And this means that one more aircraft joins the list of Boeing 737s flying around the world.

From 1970 to January 2016, there were 187 air accidents and disasters involving the Boeing 737, more than 4,000 people died.

The Boeing 737-800 passenger liner is an elongated modification of the previous model - 737-700. It has been in serial production since 1998. Its main competitor is the Airbus A320. The photo of the Boeing 737-800 shows the standard interior equipment, which differs from different airlines. This can explain some inconsistency in reviews of the flight of various passengers. This model is used by a number of carriers, including Ryanair, Viking Airlines, Sky Airlines, United Airlines, Aeroflot, Transaero and many others.

Photo salon Boeing 737-800

Note! Directly on the ticket that you buy, the seat in the cabin is not indicated. The seat number will be indicated on the boarding pass.

You can choose a seat not when booking or buying a ticket at the box office or on the website, but at the registration stage. However, keep in mind that at the airport you will not have enough time to consider the location of the seats, besides, the scheme of the Boeing 737-800 or another model will be absent before your eyes. If you want to take a particular chair, please choose a seat in advance at home. To understand where the best seats are on board the aircraft, the Boeing 737-800 cabin layout, which is presented below, will help. In this section, we will consider the seats in relation to the aisle.

If you have a fear of flying, ask an airport worker to seat you near the aisle. So you will be at the maximum distance from the porthole, you will not be tempted to look out the window, and you will also be able to get up from your chair without hindrance, and you won’t need to disturb your sleeping neighbor if you want to go to the toilet or just stretch your legs. However, please note that you will have to release fellow travelers, and you may also be accidentally hit by other passengers and flight attendants who will pass by.

As practice shows, the most uncomfortable place located in the middle, especially when strangers sit on the sides. It will be difficult enough for you to leave your seat, in addition, there is no “own” armrest either.

There is more space in front of the seats at the level of the escape hatches compared to other places

Where are the best and worst seats on a Boeing 737-800?

The configuration of the Boeing 737-800 aircraft is somewhat different not only for different carriers, but also in the fleet of one company there may be different variations. For example, Transaero has at its disposal Boeing 737-800 for 144, as well as 158 seats. The difference lies in the presence in the first case of the imperial class in addition to the business. The economy class cabin of the second modification can accommodate 9 more seats, and there is no imperial class.

Aeroflot added a new Boeing 737-800 to its fleet for 158 seats in 2013. He was assigned tail number VP-BRF. It is worth noting that most of the places are neutral in terms of comfort level, although there are a few features. Consider them on the diagram of the Boeing 737-800 Aeroflot aircraft, the best places in the picture are highlighted in green, the contradictory ones are in yellow, and the bad ones are in red.

Scheme of the Boeing 737-800 aircraft

Rows ##1-5 belong to the business class, the "general" cabin starts from the sixth. If you are worried about not having enough legroom, feel free to ask to be placed in row number 6, as there will be no other seats in front. The best places are in row number 13 level with emergency hatches.

Note! For safety reasons, not all passengers are allowed to be placed in row number 13, since in the event of an emergency, people who are closest to the emergency exits will have to open them. Seats in rows Nos. 12 and 13 not allowed to be occupied by the disabled, passengers with children or animals.

The plane picks up speed gradually. The take-off phase lasts a long period of time and begins with the process of movement on the runway. There are several types of takeoff and speed gain.

How is the takeoff

The aerodynamics of an airliner is provided by a special wing configuration, which is almost the same for all aircraft. The lower part of the wing profile is always flat, while the upper part is convex, regardless of the type of aircraft.

The air passing under the wing does not change its properties. At the same time, the air flow passing through the convex upper part of the wing narrows. Thus, less air passes through the top of the wing. Therefore, in order for the same air flow to pass per unit of time, it is necessary to increase the speed of its movement.

As a result, there is a difference in air pressure in the lower and upper parts of the wing of an airliner. This is explained by Bernoulli's law: an increase in the speed of air flow leads to a decrease in its pressure.

Lift is generated from the difference in pressure. Its action seems to push the wing up, and with it the entire aircraft. The aircraft lifts off the ground at the point in time when the lift force exceeds the weight of the airliner. This is achieved by accelerating (increasing the speed of the aircraft leads to an increase in lift).

Interesting. Level flight is achieved when the lift force is equal to the weight of the airliner.

Thus, at what speed the aircraft will take off from the ground depends on the lift force, the value of which is determined primarily by the mass of the airliner. The thrust force of an aircraft engine provides the speed required to increase lift and take off an airliner.

A helicopter flies according to the same principle of aerodynamics. Outwardly, it seems that the propeller of a helicopter and the wing of an aircraft have little in common, however, each propeller blade has the same configuration, providing a difference in airflow pressure.

takeoff speed

In order for a passenger aircraft to take off from the ground, it is necessary to develop a take-off speed that can provide an increase in lift. The greater the weight of an airliner, the greater the acceleration required for the aircraft to take off. What is the speed of the aircraft during takeoff - it depends on the weight of the aircraft.

So, the Boeing 737 will take off the ground only at the moment when the speed on the runway reaches 220 km/h.

The 747th Boeing model has a large mass, which means that it is necessary to develop a high speed for takeoff. The speed of the aircraft of this model during takeoff is 270 km / h.

Planes of the Yak 40 model accelerate to 180 km/h to break away from the runway. This is due to the lower weight of the aircraft compared to the Boeing 737 and 747.

Takeoff types

Several factors influence the takeoff of an aircraft:

• weather;
• runway length (runway);
• runway coverage.

The weather conditions that are taken into account during takeoff of the aircraft include wind speed and direction, air humidity and the presence of precipitation.

In total, there are 4 types of takeoff:

• with brakes;
• classic set of speed;
• takeoff with the help of additional means;
• vertical climb.

The first overclocking option involves achieving the required traction mode. To this end, the airliner stands on the brakes while the engines are running, and is released only when the required mode is reached. This take-off method is used in case of insufficient length of the runway.

The classic takeoff method involves a gradual increase in thrust as the aircraft moves along the runway.

Classic runway takeoff

Auxiliary means are special springboards. Ski-jump take-off is practiced on military aircraft taking off from an aircraft carrier. The use of a springboard helps to compensate for the lack of sufficient runway length.

Vertical takeoff is carried out only with special engines. Thanks to vertical thrust, takeoff is similar to that of a helicopter. Having taken off the ground, such an aircraft smoothly turns into horizontal flight. A striking example of vertical takeoff aircraft is the Yak-38.

Boeing 737 takeoff

To understand exactly how an airplane takes off and picks up speed, consider a specific example. For all passenger jet aircraft, the take-off and climb pattern is the same. The difference lies only in reaching the required speed of the take-off aircraft, which is determined by the weight of the airliner.

Before the aircraft starts to move, it is necessary that the engine reaches the required operating mode. For a Boeing 737, this value is 800 rpm. When this mark is reached, the pilot releases the brake. The aircraft takes a takeoff run on three wheels, the control stick is in the neutral position.

To get off the ground, the aircraft of this model must first pick up a speed of 180 km / h. At this speed, it is possible to raise the nose of the aircraft, then the aircraft accelerates on two wheels. To do this, the pilot smoothly lowers the control down, as a result, the flaps are deflected, and the bow rises up. In this position, the aircraft continues to accelerate, moving along the runway. The airliner will lift off the ground when the acceleration reaches 220 km / h.

It should be understood that this is an average speed value. With a headwind, the speed is less, as the wind makes it easier for the airliner to take off from the ground, further increasing lift.

Acceleration of the aircraft becomes more difficult with high humidity and the presence of precipitation. In this case, the takeoff speed must be faster for the aircraft to take off.

Important! The decision on what speed can be considered sufficient for climbing is made by the pilot, having assessed the weather conditions and the characteristics of the runway.

Airspeed

The flight speed of the aircraft depends on the model and design features. Usually the maximum possible speed is indicated, but in practice such indicators are rarely achieved and aircraft fly at cruising speed, which is usually about 80% of the maximum value.

For example, speed passenger aircraft Airbus A380 is 1020 km / h, this value is indicated in technical specifications aircraft and is the maximum possible flight speed. The flight is carried out at cruising speed, which for this aircraft model is about 900 km / h.

Boeing 747 is designed to fly at a speed of 988 km / h, but flights are made at cruising speed, which varies between 890-910 km / h.

Interesting. Boeing is developing the world's fastest passenger airliner. maximum speed which will reach 5000 km / h.

How does the plane land

The most crucial moments during the flight are the takeoff and landing of the airliner. Movement in the sky is usually provided by the autopilot, while landing and takeoff are handled by the pilots.

Landing is what most excites passengers, as this process is accompanied by a frightening sensation when descending, and then a jolt when the airliner lands on the runway.

Often, when asking how the flight went, you can get the answer that the landing was soft. It is a soft landing that is considered an indicator of the skill of the pilot.

Landing preparations begin in the air, at a height of 25 m above the threshold of the runway for large aircraft, and 9 m for small aircraft. Until the moment when the aircraft is landing, the vertical rate of descent and the lifting speed of the wing are reduced. Decreasing speed causes a reduction in lift, allowing the aircraft to land.

Planes land on the runway immediately. When landing, first contact with the runway occurs, and the aircraft lands on the landing gear. The airliner then continues down the runway on wheels, gradually decelerating. It is the moment of contact with the runway that is accompanied by shaking in the cabin and causes anxiety among passengers.

Usually, landing speed approximately equal to or slightly different from the takeoff speed. So, the Boeing 747 will be able to land at a speed of about 260 km / h.

Video

When the plane lands, all decisions about the need to reduce speed are made by the pilot. Thus, a soft landing characterizes the professional skills of the pilot. However, it should be remembered that the features of the landing of an airliner also depend on a number of climatic factors and runway features.

Boeing 737-130 (1975). Photo: Arno Janssen | airliners.net

Boeing 737- one of the most popular aircraft in the history of world aviation. The Boeing 737 is so widely used that at any given time there are an average of 1200 aircraft in the air, and every 5 seconds one 737 takes off somewhere in the world. This airliner was developed in 1965, and since then has been constantly modernized in accordance with time. In fact, Boeing 737 is a common name for more than ten types of aircraft.

Story

The Boeing 737 was designed for the relatively small capacity, short range passenger aircraft market, where the BAC 1-11 and DC-9 aircraft played a major role. In this struggle, Boeing was initially far behind its competitors: in 1964, when the development of the aircraft began, its competitors were already undergoing flight certification. Boeing's sales and marketing department predicted demand for the new aircraft at 600 units. To speed up the development process, technologies used on the Boeing 707 and 727 were borrowed (the most noticeable similarity of the Boeing 737 fuselage with the fuselages of these aircraft), but in static tests with 95 percent load, the wing was damaged, revealing a design flaw.

After the redesign, a new, more advanced wing appeared, which made it possible to use the aircraft on short runways and increased cruising altitude. As a result, increased fuel efficiency. In general, the development of the aircraft was relatively inexpensive and was carried out very quickly. The seats in the cabin were placed 6 in a row, which provided more spaciousness than competitors who had five seats in each row.

In February 1965, it was announced that the stage of forming the design of the new liner was completed. During the development process, the Boeing 737 "grew up" from the originally planned 60-seat airliner to an aircraft with a passenger capacity of up to 103 seats. At the same time, the “family” features were preserved in the form of a common design with the Boeing 727. The Boeing 737 inherited from the Boeing 727 ailerons driven by a dual hydraulic system, rudder and elevator, slats and Kruger flaps. From the Boeing 707, a dual electric stabilizer angle adjustment system with manual redundancy was taken.

The increase in the passenger capacity of the liner from the original 60 seats was influenced by the airline, which became the first customer of the new aircraft. On February 19, 1965, Lufthansa signed an order for 22 Boeing 737-100s. The start of serial production of the new liner was announced on February 22, 1965. Soon, on April 15, 1965, United Airlines placed its order for 40 aircraft.

The solemn ceremony to mark the end of the assembly of the first aircraft took place on January 17, 1967.

In the cockpit

The picture of the successful promotion of the Boeing 737 was spoiled by one "political" issue raised by pilots' unions and other organizations that insisted that such an aircraft should be flown by a crew of three pilots or two pilots and a flight engineer. Such a formulation of the question was, of course, unprofitable for airlines, but, moreover, it was of little use for the Boeing 737 aircraft itself, because its cockpit was originally designed for a crew of two, and there was only a folding seat for an additional crew member in the cockpit.

In the autumn of 1965, a full-size cockpit layout Boeing pilots The 737 was shown to representatives of the Air Lines Pilots Association (ALPA) and the Federal Aviation Administration (FAA). Of course, the FAA couldn't make any decision regarding certification based on just a simple mock-up devoid of any functional function. But the pilots of United Airlines very quickly made it known that they disagreed with the concept of a two-member crew shown on the mock-up.

Boeing 737-200 cockpit day and night

A year later, to test the distribution of the workload on the crew, a dynamic cockpit layout was already used. Once again, a group of United Airlines pilots decided in favor of a crew of three pilots.

In November 1966, a meeting of the leaders of ALPA was held, dedicated to the adoption of a resolution requiring the management of the Boeing 737 aircraft in all conditions by a crew of only three pilots.

A month earlier, Boeing began annual negotiations with United Airlines regarding the purchase of an aircraft, and the issue of the number of 737 crew members soon became the main one. However, at the same time, Boeing received a written notice from the FAA that the FAA was tentatively authorizing the use of a two-man crew on the aircraft, with a final decision based on the results of the flight test program. Obviously, before the end of these disputes, the situation around the Boeing 737 scared away many potential customers. But it especially helped Douglas boost sales of its standard and stretched DC-9 variants to several small American regional airlines.

First flight

Boeing 737-100 during its first flight

In January 1967, the first prototype of the Boeing 737, which received the registration number N73700, was prepared for the first flight and the subsequent flight test and certification program.

On April 8, 1967, a year after receiving the first hundred orders for a new liner, the first test taxiing of the aircraft took place. The next day, April 9, 1967 at 13:15, the first flight of the Boeing 737-100 aircraft with tail number N73700 took place at the Boeing Field airfield. The first crew commander was Brien Wygle, Assistant Director of Flight Operations. The co-pilot was Lew Wallick, Boeing's senior test pilot.

The first flight lasted two and a half hours.

On August 8, 1967, the first Boeing 737-200, destined for United Airlines, took to the skies, however, like the first five aircraft built, it immediately joined the flight test and certification program before being handed over to the customer.

Together with the first N73700, they have flown more than 1,300 hours of flight testing, including, for the first time in the certification program, landing approaches in ICAO Category II (CAT II) weather conditions.

The next aircraft built was generally sacrificed to the test program. Aircraft No3 never took to the skies, but was intended for vibration stability and destructive overload tests, as a result of which it proved the structural strength of the Boeing 737 and the accuracy of engineering calculations.

In 1967, the number of ordered aircraft reached 141 units.

Series 737 Original

In December 1967, both types of Boeing 737-100 and -200 simultaneously received type certificates and were ready for operation in airlines. The first built aircraft that participated in the test program were finally handed over to their new owners for retraining and crew training. The sheer volume of the test program carried out can be judged by the number of changes made to the aircraft design based on the data received.

For example, initially the Boeing 737 was equipped with a thrust reverser mechanism with flaps, as on the Boeing 727. However, during testing, such a mechanism in the Boeing 737 configuration turned out to be ineffective, and a different type of deflector was developed and tested to replace it. On the first aircraft built, the old type of reverse was replaced with a new one, which has since become standard.

To close the niche of the main landing gear after their cleaning or release, it was originally intended to use special flaps, pumped up to close the niche with pressure from the pneumatic system. After testing on a prototype, such doors were abandoned.

A more serious problem identified during the tests turned out to be increased drag, which exceeded the calculated values ​​especially strongly in the cruising flight mode. In fact, the resistance turned out to be 5% more than expected, which led to a loss of flight speed of 55 km/h. Fortunately, the lift force also turned out to be higher than the calculated one, and the presence of more powerful JT8D-9 engines with limited thrust even made it possible to increase the operational weight of the aircraft. Thanks to this, it was possible to achieve all the declared characteristics of the aircraft. However, for a long-term solution to the problem, a series of wind tunnel tests were initiated. Ten months later, these tests led to aerodynamic changes in the design of already serial aircraft, and special kits for refinement were intended for the modernization of machines already produced during this period and in operation.

Design

After the transfer of the first production aircraft to the customer, work on the N73700 prototype switched to the development of design changes that would allow the Boeing 737 to operate on runways(runway) that do not have a durable artificial surface.

The changes affected the mechanization of the wing, the braking system was improved and pneumatic tires with low pressure were installed. In addition, special deflectors were installed to protect the lower fuselage and engine air intakes from damage by stones and other foreign objects.

Certification for use of the aircraft on gravel runways was scheduled by the FAA for February 1969. In April and May, the N73700 prototype successfully demonstrated to airline and government agency representatives its ability to handle runways without hard surfaces. Airlines such as Wien Consolidated, Nordair and Pacific Western were especially interested in such capabilities of the aircraft.

These carriers were already planning to use their Boeing 737s for flights to small remote areas. settlements its vast route networks in Alaska and northern Canada where often the airport infrastructure was minimal and the runways were not well paved.

The ability of the Boeing 737 to fly to distant, sparsely populated areas has become one of its undeniable advantages.

Initially, the final assembly of the Boeing 737 was carried out at a new plant at Boeing Field, near Seattle. The wing and fuselage of the aircraft were produced at the already existing Plant No. 2 (Plant 2). tail section assembled at the Boeing plant in Wichita. Most of production of other parts of the Boeing 737 structure, such as the landing gear and almost all elements of the cabin interior, was outsourced.

In 1967, the Wichita plant became responsible for assembling the fuselages for all 737 models. After assembly, the finished fuselages were transported by rail to the assembly line. By the way, this practice continues to this day.

In 1970, after a major reorganization of the company due to financial problems, all final aircraft assembly activities were moved a little further south to Boeing's Renton plant. By this time, 271 Boeing 737s had already been built.

Modifications -100 and -200 are recognizable due to the cigar-shaped engine nacelle, almost completely integrated into the wing from its leading to trailing edge. Early Boeing 737 models used low bypass Pratt and Whitney JT8D engines. Also, these models are easily recognizable by the smooth bend of the upper edge of the keel.

Only 30 aircraft of the 737-100 modification were delivered to customers.

The stretched Boeing 737-200 became much more popular and was produced until 1988. The first customer of this modification was the American airline United Airlines. After the production of 135 aircraft, Boeing developed a fundamentally new, more efficient reverse mechanism, but such an improvement cost Boeing $ 24 million.

Series 737 Classic

In the early 1980s, the Boeing 737 underwent its first major facelift. The biggest change was the use of CFM International CFM56 engines instead of JT8Ds. The CFM56 is a high bypass turbofan engine. It is much larger in diameter, so it was suspended under the wing on pylons, and the principle of an integrated engine was abandoned. But the low clearance of the aircraft (a feature borrowed from the Boeing 707) in this case created a problem, so it was decided to place the units, usually located below the engine, on the sides of the compressor section. Associated with this is the unusual "flattening" of the gondola. At the same time, the cockpit of the 737 was upgraded to the level of the Boeing 757 and 767. The first model of the new Classic series was put into service in 1984.

In the future, this generation was replenished with aircraft 737-400 and 737-500.

By the 1990s, the Boeing 737 had given way to the technological superiority of the A320. In 1993, the 737 NG (Next Generation) program was launched.

Series 737 Next Generation

The 737NG series includes the , and series, which are noticeably different from the first aircraft of the family. The 737NG is a completely new series that, with the exception of the fuselage design, has little in common with the first Boeing 737 models. The main changes were a new wing, new avionics, and improved engines.

The so-called "glass cockpit" (Glass Cockpit) was installed on the NG - equipped with displays on cathode ray tubes, and later on liquid crystals.

Instead of the usual dial indicators ("alarm clocks") - analog devices, digital flight control and control systems were widely used for the first time. Most of these systems were borrowed from the Boeing 777, as was the cockpit and passenger compartment design. The total number of aircraft parts was reduced by a third, which reduced its weight and improved handling.

Additional transformations also include optional vertical wingtips - winglets (Winglets), which significantly reduce fuel consumption and improve takeoff and landing characteristics. It became possible to install winglets on aircraft that were not originally equipped with them, including early types.

In 2001, by lengthening the fuselage, the Boeing 737-900 aircraft was created, which actually accommodates passengers more than the Boeing 707 and performs in the same class as the Boeing 757. In one week, more orders for the 737-900 were received than for the entire family 757 for all of 2004.

In 2005, the Boeing 737 lost one of its main distinguishing features - additional "brow" windows located on top of the main windshield in the cockpit. In the 60s, such glasses were the requirement of the US Federal Aviation Administration for flight certification to improve visibility at high bank angles. However, today this is not required, and Boeing offers aircraft customers this option to choose from.

Boeing 737 MAX series

Boeing 737 MAX. Photo: Boeing press service

Since 2006, Boeing has been discussing the possibility of creating a replacement for the 737, which was to be developed after the entry into service of the Boeing 787 Dreamliner. A decision on this issue was deferred until 2011.

The interior of the 737MAX is equipped as standard with modern design Boeing Sky Interior and is equipped with a pleasant LED light that changes color depending on the flight phase, as well as a new mechanism for opening the upper shelves, comfortable tables and flight attendant call buttons. By and large, the interior design of the 737MAX is based on the Boeing 787.

Boeing 737 MAX cockpit. Photo: Baires Aviation Photography | airliners.net

Initially, customers for the 737 MAX were not disclosed, with the exception of American Airlines. On November 17, 2011, Boeing disclosed two additional customers, Lion Air and SMBC Aviation Capital. At the time, Boeing was reporting 700 pre-orders for the 737 MAX from 9 customers. On December 13, 2011, Southwest Airlines ordered 150 aircraft with an option to purchase an additional 150 aircraft.

By December 2011, Boeing had 948 pre-orders and firm orders for the 737 MAX from 13 customers. On September 8, 2014, the low-cost carrier Ryanair signed an agreement with Boeing to purchase about 200 new Boeing 737 MAX 200 airliners, which fundamentally changed the rules. Of these, 100 were firm orders, another 100 were options. In January 2017, leasing company GECAS ordered 75 more 737 MAX 8s.

As of December 2017, Boeing had 4,306 firm orders from 63 disclosed customers. The top three 737 MAX customers are Lion Air (201 orders), Southwest Airlines (200 orders) and SpiceJet (142 orders). The first aircraft of the new MAX 8 series was delivered to Malindo Air on May 16, 2017.

Boeing 737 aircraft families

All Boeing 737 aircraft are divided into 4 families: 737 Original, 737 Classic, 737 Next Generation, 737 MAX.

• Original: 737-100, -200 (manufactured from 1967 to 1988)
• Classic: 737-300, -400, -500 (manufactured from 1983 to 2000)
• Next Generation: 737-600, -700, -700ER, -800, -900, -900ER, BBJ, BBJ2 (produced since 1997)
• 737 MAX: 737 MAX 7, 737 MAX 8, 737 MAX 9, 737 MAX 10 (produced since 2015)

How the cockpit changed from 1965 to 2015. From left to right: 1. Original family, 2. Classic family, 3. NG family, 4. MAX family.

737 Original (-100/-200)

The 737 Original family of aircraft quickly fell out of favor due to fuel inefficiency, high noise levels (despite the installation of noise-absorbing mechanisms on the engines) and expensive maintenance. Most of the 737-200 aircraft have already been retired and made history, but sometimes you can find this model as a cargo version. The 737-100 variant has been out of service since 2007. The 737 Original was originally designed for a two-man crew, a significant change from where a flight engineer was installed in the cockpit. Subsequently, this approach became the standard for all passenger aircraft.

Boeing 737-100. Photo: Baldur Sveinsson | airliners.net

The Boeing 737-100 is the first type of Boeing 737 aircraft, and, as they say, the first pancake came out lumpy. Of the more than 5 thousand Boeing 737 aircraft built, this model was represented by only thirty copies. By 2007, not a single aircraft of this model remained in airworthy condition.

Undoubtedly, the 737-100 model became for Boeing, a kind of “pen test”, with the help of which the manufacturer was looking for a demanded segment in the air transportation market. Remember, in the mid-1960s, aviation was just beginning to develop: new airports were being built, new technologies were emerging, passenger air travel was starting to get cheaper. In addition, Boeing had not yet become a major corporation, but was a small design bureau that was looking for its niche.

Thanks to the operation of the 737-100 model, the designers revealed a lot of technical shortcomings that were compensated for in the next modification.

But the main reason for the cessation of production of the 737-100 was the lack of demand for it from airlines. After all, the aircraft was designed to carry only 85 passengers (in a 2-class configuration), unlike the 737-200 model, which already accommodated 102 passengers and was subsequently produced until 1988.

Boeing 737-200. Photo: Gerhard Plomitzer | airliners.net

The Boeing 737-200 is an elongated version of the 737-100 specifically for the US market. The first customer was the American United Airlines. The Boeing 737-200C could be converted from passenger to cargo-passenger or cargo. 737-200QC - a modification of the 737-200C, only allowing you to very quickly re-profil the aircraft cabin. Serially produced from 1967 to 1988. 737-200 in 1971 was developed to 737-200 Advanced (improved), which became the standard option. This option could also be made in modifications -200C and -200QC. In addition, there were options 737-200 Executive Jet and 737-200HGW (High Gross Weight). The 200th model has long been obsolete and is currently used mainly in third world airlines (Iran, Pakistan). Aircraft modifications 737-200Adv flew in the Russian airlines "Transaero" and "Sakhalin Airways" (now "").

737 Classic (-300/-400/-500)

The original 737-100 and -200 eventually became unprofitable and lost out to the DC-9 family, although engines and avionics were improved.

In 1979, Boeing began development of a new 150-seat aircraft based on the 737-200 Advanced. In 1980, the aircraft received the designation 737-300. At the same time, work was underway to create new Boeing 757 and Boeing 767 aircraft, with which the new 737-300 received significant unification of avionics.

The Boeing 737-300 inherited elements of the airframe, flight control system, air conditioning system and many other characteristics from the -200, but in general it was already a completely different aircraft. The Classic family of aircraft is equipped with digital avionics, more efficient and economical CFM56 engines, and an improved approach to passenger cabin comfort.

Changes in aerodynamics led to the appearance of a fork, which became a noticeable difference between this model and subsequent ones from the "original".

Boeing 737-300. Photo: Frank C. Duarte Jr. | airliners.net

The Boeing 737-300 is the first and basic representative of the 737 Classic family, extended by 3 meters, up to 33.18 meters, compared to the -200 model. The first customers of this aircraft were American airlines and. The first flight was carried out on February 24, 1984. The first serial machines were delivered to customers in the autumn of the same year.

Boeing 737-400. Photo: Juan Jose Saldarriaga Pardo | airliners.net

The Boeing 737-400 was lengthened by 3 meters, to 35.23 meters, compared to the 737-300, primarily due to the requirements of charter carriers. Due to the increase in the volume of the cabin, it was necessary to rework the air conditioning system, which became the main difference between this aircraft in the family. Associated with these changes are two omitted windows on each side, making the -400 easily distinguishable from other 737 Classics. The aircraft is also equipped with additional emergency exits on the wing (two on each side, while on -300 and -500 - one each) and the tail heel, which prevents the destruction of the rear fuselage structure in the event of a tailstrike touching the runway. These design features became characteristic of the subsequent "long" 737 (-800, -900). The first customers are US Airways and Pace Airlines. The largest operator is Alaska Airlines with 40 aircraft.

Boeing 737-500. Photo: Gerry Stegmeier | airliners.net

The 737-500 is a 2m shorter version of the 737-300, to 29.79m, with increased range. With a passenger capacity similar to that of the 737-200, the Boeing 737-500 was an adequate replacement for it. It is curious that the aircraft was very popular with Russian airlines in the mid 2000s.

737 Next Generation (-600/-700/-800/-900)

The Next Generation (NG) family was Boeing's answer to dominance. Aircraft of the NG series are equipped with a completely new wing (lengthened by 5.5 meters), tail and more advanced engines. In addition, the so-called “glass cockpit” was installed on the NG, equipped with displays on cathode ray tubes, and later on liquid crystals instead of the usual “alarm clocks” - analogue dial instruments and digital systems. Most of these systems were already borrowed from the Boeing 777, as well as the design of the cockpit and passenger compartment. The total number of aircraft parts was reduced by a third, which reduced its weight, increased manufacturability and improved aircraft handling. Additional transformations also include optional vertical wingtips - winglets (winglets), which significantly reduce fuel consumption and improve takeoff and landing performance.

The passenger cabin of the NG series aircraft was developed on the basis of the 757 and 767 cabins. Even during the development of the aircraft, the style of the 737NG cabin was used. In general, the aircraft of the 737 Next Generation family are a restyled version of the aircraft of the 737 Classic family. Most of the systems have remained almost unchanged schematically and functionally, however, the units have become one third smaller, and most of them have been redesigned and improved. Since the entire family was designed at the same time, the numbers in the name of the aircraft are ordered in order of increasing fuselage length.

Boeing 737-600. Photo: Bjorn Huke | airliners.net

The Boeing 737-600 was the original model of the entire series along with the 737-700 and -800. This aircraft came to replace the 737-500. The Scandinavian SAS became the first customer. Since then, the aircraft has not enjoyed much popularity due to fuel inefficiency.

The equivalent aircraft in the Airbus family is . By the way, it had the same passenger capacity as the 737-600, but was later optimized for short routes and did not have a range of -600. Production of the 717 was completed in the summer of 2006, leaving the 737-600 as the only 100-seat Boeing. The main competitors of the 737-600 are the A318 and.

737-700/-700ER

Boeing 737-700. Photo: Dmitry Kazakov | airliners.net

The Boeing 737-700 was designed to replace the 737-300. This model also exists in the 737-700C variant, which can be quickly converted from passenger to cargo and vice versa. The first buyers of the aircraft were Southwest Airlines (737-700) and the US Navy (737-700C). The following aircraft were created on the basis of the 737-700: BBJ - Boeing Business Jet, 737-700IGW (also available in a military version). The BBJ is equipped with a powerful wing, landing gear with the 737-800 and additional fuel tanks, which significantly increased the range compared to the 737-700. The aircraft is mainly used on routes between North America and Europe.

Work on the 737-700ER variant began on January 31, 2006. Customer - All Nippon Airways. Commissioning is scheduled for early 2007. The 737-700ER is a modification of the BBJ (an aircraft aimed at serving wealthy citizens), designed for ordinary passengers. The main competitor of 737-700 is A319. The Airbus does not have a direct competitor to the 737-700ER, although the A319LR is considered to be the closest to it in terms of performance.

Boeing 737-800. Photo: Dmitry Yuriev | airliners.net

The Boeing 737-800 is one of the most sought-after aircraft in the Next Generation series, this aircraft has come to replace the 737-400. The first customer is Hapag Lloyd. Also presented are a business version - BBJ2 and a military version - 737-800ERX. Direct competitor - .

737-900/-900ER

Boeing 737-900. Photo: Royal S King | airliners.net

Boeing says the 737 MAX is 10% to 15% more efficient than the A320neo. In addition, all aircraft systems have been redesigned and improved. The aircraft is equipped with brand new Leap-1B engines and MAX AT Winglet winglets that reduce fuel consumption by at least 1.5%. Other improvements include a new tail contour, a revised auxiliary power unit design, and a front landing gear strut lengthened by 20 cm.

The aircraft received a cockpit unified with and equipped with 15-inch liquid crystal displays, which significantly improve situational awareness and pilot efficiency.

The cabin of the Boeing 737 MAX is made in the style of the Boeing Sky Interior and is equipped with a pleasant LED light that changes color depending on the phase of the flight, as well as a new mechanism for opening the upper shelves, comfortable tables and flight attendant call buttons. By and large, the interior design of the 737MAX is based on the Boeing 787.

The 737 MAX family of aircraft consists of 4 aircraft differing in capacity and flight range.

737 MAX 7

Boeing 737 MAX 7. Photo: Royal S King | airliners.net

737 MAX 7 - The shortest model in the family. The liner is able to accommodate from 138 to 172 passengers and carry them over a distance of up to 7, 130 km. The aircraft was created to replace the 737-700 and 737-700ER models.

737 MAX 8

Boeing 737 MAX 8. Photo: Alejandro Hernández Leon | airliners.net

737 MAX 8 is the first aircraft developed within the MAX series. The liner was created to replace the 737-800NG model. Able to take on board from 162 to 210 passengers and transport them to a distance of up to 6,570 km. Also, the aircraft has a modification 737 MAX 200 designed for maximum capacity passengers (200 people) in a single-class cabin configuration. For high throughput and for security purposes, an additional door is installed on the aircraft. The 737 MAX 200 configuration is especially advantageous for low-cost carriers. Boeing says the 737 MAX 200 is 20% more efficient than any other 737 and has 5% less operating costs than the standard 737 MAX 8. The 737 MAX 200 has a range of 5,000 km. The first largest customer of the 737 MAX 200 was the largest low-cost carrier.

737 MAX 9

Boeing 737 MAX 9. Photo: Royal S King | airliners.net

The 737 MAX 9 is a version with a longer fuselage than the MAX 8. The aircraft is capable of taking on board from 178 to 220 passengers and carrying them up to 6,570 km. The liner was created to replace the 737-900ER model.

737 MAX 10

Boeing 737 MAX 10. Photo: Boeing press service

The 737 MAX 10 is the longest Boeing 737 ever built. The aircraft was designed at the request of the airlines and, as well as to compete with the Airbus A321neo. The liner received improved landing gear. The 737 MAX 10 is capable of taking on board from 188 to 233 passengers and carrying them up to 6,110 km.

Military modifications

In addition to passenger aircraft, a number of military and special versions of the liner have been created on the basis of the Boeing 737. They will be discussed below.

Boeing T-43A. Photo: Daniel Obers | airliners.net

The T-43 is a modification of the Boeing 737-200 used to train navigators in the US Air Force. Some of these aircraft were later converted into ST-43 for the transport of people.

Boeing 737-200A Surveiller SLAMMR. Photo: TK | airliners.net

SLAMMR is a naval reconnaissance or transport aircraft equipped with a multifunctional airborne radar. 3 of these aircraft were sold to the Indonesian Air Force.

C-40 Clipper

Boeing C-40 Clipper. Photo: Hans Domjan | airliners.net

The C-40 Clipper is a transport aircraft based on the 737-700C. Designed to transport high-ranking military officials. Boeing developed three variants of the C-40 Clipper: A, B, and C for the Navy, Air Force, and Air National Guard, respectively. These versions differ from each other mainly in the set of transport equipment. In particular, the C-40B is equipped with a crew rest cabin, business class seats with work tables and passenger cabins.

The C-40A can be quickly transformed and used in three configurations: for the transport of troops, cargo, or a combination of both.

Boeing 737 AEW&C
E-7 Wedge Tail. Photo: Chris Heaton | airliners.net

Project Wedgetail is a long-range radar patrol aircraft based on the Boeing 737-700IGW. It is noteworthy that the first customer for the aircraft was the Australian Air Force.

Boeing P-8 Poseidon. Photo: Russell Hill | airliners.net

The Boeing P-8 Poseidon is an anti-submarine patrol aircraft designed to replace the now obsolete legendary Cold War anti-submarine aircraft Lockheed P-3 Orion. Designed to detect and destroy enemy submarines in areas of patrolling, reconnaissance, participation in anti-ship and rescue operations- both in coastal areas and in the oceans. It is based on the design of the updated Boeing 737-800. It is distinguished from its progenitor by a wing devoid of winglets, but having wingtips with increased sweep.