To be able to install the larger diameter engines on the 737 MAX design, the engine nacelles are moved even further forward and higher than the previous CFM 56 engines.īoeing aggressively markets the 737 MAX as being just like the previous 737 variants but much more economical to operate. In order to avoid losing next generation single-aisle jetliner sales to Airbus, Boeing decides it needs to create a new 737 family with comparable ultra-fuel efficient engines. With its improved economics, the A320Neo family is very attractive to customers. The A320 configuration accommodates the new engines easily. The A320 family sells well.Īirbus introduces the A320 Neo family incorporating new technology ultra-fuel-efficient engines with larger engine diameters. Because it is not optimized for serving secondary airports, it has a higher stance with plenty of ground clearance to accommodate large diameter engines. First flying in 1987, the A320 is a clean-sheet-of-paper design not tied to previous Airbus aircraft. The Airbus A320 family (A320, A319, A321, and A318) becomes the primary competitor to the 737 family. Like a number of Boeing’s other customers, Southwest wants its pilots to be able to fly any 737 version in its fleet with one pilot type certificate and common training. The 737NG series is first produced in 1996 and includes the 737-600, 737-700, 737-800, and 737-900.Īll the new versions are certified by the FAA under the original 737 type certificate, even though the largest 737NG versions of them have nearly three times the original passenger capacity (230 in maximum density), twice the engine power, twice the range, all-digital “glass” cockpits, and serve different market segments than the original 737 design.īoeing’s largest customer for the 737 family is Southwest Airlines, whose fleet is exclusively made up of 737 variants. The biggest change occurs with the 737 Next Generation (737NG) series that features enlarged and redesigned wings, larger fuel tanks for more range, new cockpits, and uprated CFM-56 engines. To accommodate the larger diameter high-bypass engines while retaining adequate ground clearance, the nacelles are mounted higher and further forward and the nacelles are flattened on the bottom The engines selected for the new versions are more powerful CFM-56 high bypass turbofan engines. The design is extended to a number of growth versions with different length fuselage stretches. It supplants virtually all of its early competitors in the smaller jetliner segment (e.g., Douglas DC-9, BAC 1-11, Fokker F28/F50/F100, Sud Caravelle, BAe 146, etc.). The initial engines are small-diameter JT8D low-bypass turbofans, mounted directly under the wings without pylons.Īfter a somewhat slow sales start, the 737 becomes very popular, eventually becoming the most-produced airliner family in the world (over 10,500 produced). However, airlines find this aircraft is too small and the first major production version is the lengthened 737-200 with 102 seats in two classes.īecause the 737 is intended to serve secondary airports with less-developed infrastructure (boarding stairs instead of jetways, limited baggage loading and engine servicing equipment, etc.), it is designed with short landing gear to allow the fuselage to sit as low as possible. The initial seating design (on the 737-100) is for 85 passengers. It uses the same fuselage cross section, cockpit, and controls technology as the predecessor 707 and 727 aircraft. Boeing designs the 737 starting in 1964 as a short-to-medium range, smaller-capacity member of the Boeing single-aisle jetliner family.
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