Boeing 737 Next Generation
The Boeing 737 Next Generation, commonly abbreviated 737NG, is the third major generation of the Boeing 737. It comprises the 737-600, 737-700, 737-700C, 737-800, 737-900 and 737-900ER, together with Boeing Business Jet and military derivatives. Introduced in 1997, the generation uses a redesigned wing, CFM International CFM56-7B engines, larger tail surfaces and updated flight-deck systems compared with the 737 Classic.[1][2]
Development
Boeing launched the 737-700 in November 1993 as the first member of a substantially revised 737 family. The programme responded to new-generation narrowbody competition while preserving the 737 fuselage cross-section and much of its operating infrastructure. The 737-800 followed in September 1994, while the shorter -600 and longer -900 extended the capacity range.[3]
The first 737NG, a 737-700, flew on 9 February 1997. Boeing delivered the first -700 in December 1997; the 737-600 followed in 1998, the 737-800 entered deliveries in 1998, and the first 737-900 was delivered in 2001.[2][3]
The original 737-900 retained the same exit-limited maximum passenger capacity as the shorter -800. Boeing developed the 737-900ER with additional exits, higher weights and optional auxiliary fuel to use more of the stretched cabin. Customers began ordering the -900ER in 2005.[3][4]
Boeing later developed the 737 MAX from the NG. The MAX retains the underlying 737 type-certificate lineage but uses LEAP-1B engines, a revised winglet and flight-control changes. It is a separate generation and should not be included in 737NG fleet or production totals.[5]
Design
The 737NG retains the six-abreast narrowbody cabin, low-slung fuselage and conventional tail of earlier 737s. The principal aerodynamic change is a new, larger wing with increased span and area, more fuel capacity and redesigned high-lift devices. Larger horizontal and vertical stabilisers accommodate the revised performance envelope.[6][4]
Engines
All commercial NG models use the CFM International CFM56-7B family. Its nacelle retains a flattened lower profile for ground clearance, but the -7B is a different engine generation from the CFM56-3 used on the 737 Classic. Multiple thrust ratings and engine marks are approved for different aircraft and weight standards.[7][5]
The CFM56-7BE enhancement entered service in 2011 alongside airframe improvements. An individual aircraft's engine mark, hardware standard and software configuration must be taken from technical records rather than inferred from its marketing model.[6]
Winglets
Early aircraft were delivered without winglets. Blended winglets became a production option and retrofit, and some aircraft later received split-scimitar winglets. Published span therefore depends on the wingtip installation: Boeing's current headline table quotes 35.8 metres for winglet-equipped examples, while airport-planning documents distinguish each geometry.[7][4]
Winglets affect performance and airport clearances but do not change the certified model from, for example, 737-800 to a new variant. A fleet record should store the modification separately.
Flight deck and commonality
The NG uses a two-pilot electronic flight deck with six principal displays in its original production standard, later offered with updated display formats and navigation functions. It retains conventional rather than fly-by-wire primary flight controls.
The FAA assigns the B-737 pilot type rating across the Classic, NG and MAX generations, but differences training and checking requirements apply. Common type-rating notation must not be taken to mean that the generations have identical systems or handling characteristics.[5]
Cabin and ground operation
The cabin uses six-abreast economy seating and manually loaded lower holds. Optional airstairs, an auxiliary power unit and ground-level servicing preserve the 737's ability to operate with limited airport infrastructure. Airline interiors vary by exits, galleys, lavatories, class mix and later Boeing Sky Interior installation.[4]
Variants
737-600
The 737-600 is the shortest NG, using a fuselage similar in length to the 737-500 with the new wing and tail. It is 31.24 metres long and accommodates up to 130 passengers in Boeing's planning data. It sold in relatively small numbers because its operating economics overlapped larger regional jets and the more capable -700.[4]
737-700 and 737-700C
The 33.63-metre 737-700 broadly matches the 737-300 fuselage length. Boeing's current table gives 125–145 seats in two classes and a maximum of 149. The 737-700C is a convertible model with a main-deck cargo door and provisions for passenger, freight or mixed configurations.[7][4]
The BBJ1 uses the -700 as its structural basis with additional range and a customer-completed business-aviation interior. Military derivatives include the C-40 transport; their mission systems and certification records should be kept distinct from airline 737-700s.
737-800
The 737-800 is 39.47 metres long and became the highest-volume NG passenger variant. Boeing publishes 160–180 seats in two classes, a maximum of 189 and maximum take-off weight up to 79,010 kilograms. It is the structural basis for the BBJ2 and military P-8 maritime-patrol aircraft.[7][4]
The 737-800 Boeing Converted Freighter is a post-production passenger-to-freighter conversion, not a separately built passenger variant. Boeing states a payload of up to 23.9 tonnes and range of 2,025 nautical miles for the conversion. Each converted airframe retains its original MSN and delivery history.[8]
737-900 and 737-900ER
Both versions have a 42.11-metre fuselage. The initial 737-900's exit arrangement limited it to 189 passengers despite the additional cabin length. The 737-900ER added a pair of exit doors, a flat rear pressure bulkhead and higher weight capability, raising maximum seating to 220.[7][4]
The BBJ3 derives from the -900ER. The business-jet airframe is normally delivered “green” for completion by a specialist, so the Boeing delivery date and completed-aircraft entry into service may differ.
Specifications
| Characteristic | 737-600 | 737-700 | 737-800 | 737-900ER |
| ICAO designator | B736 | B737 | B738 | B739 |
| Length | 31.24 m | 33.63 m | 39.47 m | 42.11 m |
| Winglet-equipped span | 35.8 m | 35.8 m | 35.8 m | 35.8 m |
| Typical two-class seating | 110–132 | 125–145 | 160–180 | 175–195 |
| Maximum seating | 130 | 149 | 189 | 220 |
| Maximum take-off weight | up to 65.8 t | up to 70.1 t | up to 79.0 t | up to 85.1 t |
| Engine family | CFM56-7B | CFM56-7B | CFM56-7B | CFM56-7B |
Boeing's current product page groups the -900 and -900ER in its headline table. Exact weights, range, exits and seating must therefore be checked against the particular certificated model and configuration.[7][4]
Production and deliveries
Boeing produced more than 7,000 Next-Generation 737s at Renton between 1997 and 2019. The total includes commercial passenger, convertible, business-jet and some special-purpose production within Boeing's NG accounting; variant-level totals should come from a dated Boeing orders-and-deliveries dataset with its categories stated.[9]
NG and MAX production overlapped from 2015. The end of NG airline production did not end the wider 737 line, and later P-8 and conversion activity should not be confused with new-build airline NG deliveries.
Operational use
The 737NG became a core short- and medium-haul type for network, low-cost, charter and government operators. The 737-800 accounts for much of that fleet, while the -700 serves lower-density routes and the -900ER provides higher capacity. Business-jet, military and converted-freighter derivatives broaden the generation's roles.[7]
Many passenger aircraft remain in service, while others have moved to secondary operators, storage, part-out or freighter conversion. Current operator and status claims require a recent airline, regulator or reputable fleet-database source; an original Boeing delivery record does not prove current operation.
Related pages
Sources
Boeing 737 Next Generation — Boeing
737NG design highlights — Boeing
737-600 through 737-900 airport planning characteristics — Boeing
737 Flight Standardization Board report — Federal Aviation Administration
Boeing chronology — Boeing