Boeing 737 Next Generation

Boeing 737 Next Generation, commonly abbreviated as 737NG, or 737 Next Gen,

is the −600/-700/-800/-900 series of the Boeing 737 airliner. It is the third generation
derivative of the 737, and follows the 737 Classic (−300/-400/-500) series, which began
production in the 1980s. They are short- to medium-range, narrow-body jet airliners powered
by two engines. Produced since 1996 by Boeing Commercial Airplanes, the 737NG series
includes four variants and can seat between 110 and 210 passengers.

Formally launched in 1993, the 737NG is an upgrade of the preceding 737 Classic models
featuring a redesigned wing that is larger in area, with a wider wingspan, and greater fuel
capacity. It is equipped with CFM56-7 series engines, a glass cockpit, and features upgraded
and redesigned interior configurations. Performance and capability upgrades over its
predecessor include longer range, greater capacity (in its largest variants), and available
higher maximum take off weight (MTOW) specifications.

As of 31 January 2019, a total of 7,089 737NG aircraft have been ordered, of which 6,996
have been delivered.[2] The remaining orders are in the -700 BBJ, -800, -800 BBJ and -900ER
variants.[2] The most common variant is the -800, which has had over 5,000 delivered as of
2019 and is the most widely used narrow body aircraft worldwide.[5] The 737NG's
primary competition is with the Airbus A320 family. Upgraded and re-engine models in
development as the 737 MAX series is to supplant the 737NG, with the first 737 MAX
delivered in 2017.
 Boeing 737 Next
Generation
737-600/-700/-800/-900

A Delta Air Lines 737-800

Role Narrow-body jet airliner and Business

jet

National origin United States

Manufacturer Boeing Commercial Airplanes

First flight February 9, 1997

Introduction December 1997 with Southwest

Airlines[1]

Status In service

Primary users Southwest Airlines

Ryanair
United Airlines
American Airlines

Produced 1996–present
 Number built 6,996 as of January 2019[2]

Unit cost (2019 US$ million) -700: $89.1; -800:

$106.1; -900ER: $112.6[3]

Developed from Boeing 737 Classic

Variants Boeing Business Jet

Boeing 737 AEW&C
Boeing C-40 Clipper
Boeing P-8 Poseidon

Developed into Boeing 737 MAX

Design and development

When regular Boeing customer United Airlines bought the more technologically
advanced fly-by-wire Airbus A320, this prompted Boeing to update the slower, shorter-
range 737 Classic variants into the more efficient, longer New Generation variants.[6] In 1991,
Boeing initiated development of an updated series of aircraft.[7] After working with potential
customers, the 737 Next Generation (NG) program was announced on November 17,
1993.[8] The 737NG encompasses the -600, -700, -800 and -900 variants. The NG program
was the most significant upgrade of the airframe to date. The performance of the 737NG
would be essentially that of a new airplane, but important commonality would be retained
from previous 737 generations.

The wing was modified to increase its area by 25 percent and its span by 16 ft (4.88 m).
Though a thinner cross-section was created, the total fuel capacity was increased by 30
percent. New quieter and more fuel-efficient CFM56-7B engines were used.[9] These
improvements combined to increase the 737's range by 900 nmi, permitting transcontinental
service.[8] A flight test program was performed using 10 of the new NG aircraft: 3 -600s, 4 -
700s, and 3 -800s.
Variant

737-700

A 737-700 in Southwest Airlines' new livery

In November 1993, Southwest Airlines launched the Next-Generation program with an order
for 63 737-700s and took delivery of the first one in December 1997. It replaced the 737-300,
typically seating 126 passengers in two classes to 149 in all-economy configuration, similarly
to the Airbus A319.

As of July 2018, all -700 series on order, 1,128 -700, 120 -700 BBJ, 20 -700C, and 14 -700W
aircraft have been delivered.[2] By June 2018, around one thousand were in service: half of
them with Southwest Airlines, followed by Westjet with 56 and United Airlines with 39. The
value of a new -700 stayed around $35 million from 2008 to 2018, a 2003 aircraft was valued
for $15.5 million in 2016 and $12 million in 2018 and will be scrapped for $6 million by
2023.

The 737-700C is a convertible version where the seats can be removed to carry cargo instead.
There is a large door on the left side of the aircraft. The United States Navy was the launch
customer for the 737-700C under the military designation C-40 Clipper.

737-700ER

Boeing launched the 737-700ER (Extended Range) on January 31, 2006, with All Nippon
Airways as the launch customer. Inspired by the Boeing Business Jet, it features
the fuselage of the 737-700 and the wings and landing gear of the 737-800. When outfitted
with nine auxiliary fuel tanks, it can hold 10,707 gallons (40,530 L) of fuel, and with a
171,000 lb (77,565 kg) MTOW it has a 5,775 nm (10,695 km) range with 48 premium seats
in one class.[33] The first was delivered on February 16, 2007, to ANA with 24 business
class and 24 premium economy seats only. A 737-700 can typically accommodate 126
passengers in two classes.[34] It is similar to the Airbus A319LR
Specifications

Boeing 737 Characteristics[57]

Variant 737-600 737-700 737-800 737-900ER

Cockpit crew Two

108 (8F@36" 128 (8F@36" 160 (12F@36" 177 (12F@36"

2-class:
100Y@32") 120Y@32") 148Y@32") 165Y@32")

123 @32" - 130 175 @32" - 177 @32" -

1-class 140 @32" - 148 @ 30"
@ 30" 184 @ 30" 215 @ 28"

Exit Limit 149 189 220

Seat width: First : 22in / 56 cm; Economy : 17in / 43 cm

102 ft 6 in / 129 ft 6 in / 138 ft 2 in /

Length: 110 ft 4 in / 33.63 m
31.24 m 39.47 m 42.11 m

Height: 41 ft 3 in / 12.57 m 41 ft 2 in / 12.55 m

Span: 112 ft 7 in / 34.32 m, with winglets: 117 ft 5in / 35.79m;:34–41 Area:

Wing[
124.60 m2 (1,341.2 sq ft); Sweepback: 25°; AR: 9.44

Width: 12 ft 4 in (3.76 m); Cabin width: 11 ft 7 in (3.53 m); Cabin height:

Fuselage:
86.6 in (2.20 m)
 80,200 lb / 91,300 lb / 98,495 lb /
OEW: 83,000 lb / 37,648 kg
36,378 kg 41,413 kg 44,677 kg

121,500 lb / 146,300 lb / 157,300 lb /

MLW 129,200 lb / 58,604 kg
55,111 kg 66,361 kg 71,350 kg

144,500 lb / 174,200 lb / 187,700 lb /

MTOW: 154,500 lb / 70,080 kg
65,544 kg 79,016 kg 85,139 kg

7,837 US gal /
Fuel capacity: 6,875 US gal / 26,022 L
29,666 L[a]

Lower deck 1,555 ft³ / 1,826 ft³ /

720 ft³ / 20.4 m³ 966 ft³ / 27.4 m³
cargo 44.1 m³ 51.7 m³

6,161 ft 7,598 ft 9,800 ft

Takeoff run 6,699 ft (2,042 m)
(1,878 m) (2,316 m) (3,000 m):159

Flight
41,000 feet (12,497 m) Ceiling, Mach 0.82 (470 kn; 871 km/h) MMo
envelope

Mach 0.785 Mach 0.789 Mach 0.79

Mach 0.781 (450 kn;
Cruise (453 kn; (455 kn; (455 kn;
834 km/h)
838 km/h) 842 km/h) 844 km/h)

3,235 nmi 2,935 nmi 2,950 nmi

Range 3,010 nmi (5,570 km)[d]
(5,991 km)[c][60] (5,436 km)[e] (5,460 km)[f]

CFM56- CFM56-
Engines (× 2) CFM56-7B24/26/27:150–161
7B18/20/22:126–133 7B20/22/24/26/27:134–149
 24,000– 24,000–
20,000–
20,000–26,000 lbf 27,000 lbf 27,000 lbf
Thrust (× 2) 22,000 lbf
89–116 kN:134–149 110–120 kN:150– 110–120 kN:154–
89–98 kN :126–133
153 161

Cruise max.
5,960 lbf (26.5 kN) (climb)
thrust

Engine
Fan tip diameter: 61 in (155 cm), length: 103.50 in (263 cm)
dimensions

Engine
ground 18 in / 46 cm:44 19 in / 48 cm:45
clearance

ICAO Type B736 B737 B738 B739

PERFORMANCE PARAMETERS CALCULATIONS

The total parasitic drag coefficient is the summation of each of the coefficient of parasitic
drag values for each component on the aircraft. When the summation is taken for the wing
,fuselage, horizontal stabilizer, vertical fin, nacelles, and pylons, a total coefficient of
parasitic drag is calculated to be:
0.0253
With the coefficient of parasitic drag, drag due to compressibility, interference drag, and
induced drag known, a summation of the three will result in the total drag coefficient. Adding
the three values, a coefficient of drag, CD
is approximately 0.0344. Knowing the coefficient of drag, the thermophysical properties, and
the area of the wing, a total drag in lbs can be calculated. All values can be referenced in
Figures 1 and 2. Equation 18 displays the equation to calculate the total drag on the aircraft.
 1. CL = W / (0.5 * ρ* V2 * S )
CL = 141850 / (0.5 *0.0007382* (764.25)2 * 124.60) = 0.491
2. CD = CDO + K CL2
CD = 0.0253 + ((0.491)2 / ( π * 0.803 * 9.44)) = 0.0355
3. DRAG D = 0.5 *ρ * V2 * S *CD = 0.5 * 0.0007382*(764.25)2 *0.0355 == 10,265lb
4. LIFT TO DRAG RATIO ( L/D ) = 141850 / 10265 = 13.82 ;
5. THRUST REQUIRED = W/(L/D) = 141850 / (13.82 ) = 10,264 lb ;
6. POWER REQUIRED = PR = TR *V∞ = 10,264 * 764.25 = 7,845,026 ft lb/s ;
7. (L/D) MAX = 1/( 4 CDO K ) = 1/( 4 * 0.0253 * 0.042) = 15.34 ;
8. GLIDE ANGLE ϴMIN = Tan-1 (1/(L/D)) = 3.73º ;
9. V max = ((TR /W (W/S) + W/S ( TR/W)2 – 4KCDO)1/2 ) / ρ CDO )1/2 = 2514.75 ft/s
10. V min = ((TR /W (W/S) - W/S ( TR/W)2 – 4KCDO)1/2 ) / ρ CDO )1/2 = 1580.06 ft/s
11. Range at an altitude of 35000ft height is
Rmax = h/ (tanϴ) = 35000/ (15.34) = 536809.8 ft

FULL DETAIL CALCULATIONS FOR DIFFERENT VELOCITIES AND RATE OF

CLIMB

VMAX CL CD PR PA R/C
(ft/s) (lb ft/s) (lb ft/s) (ft/s)
450 1.41 0.108 0.50*107 0.40*107 6.51
550 0.948 0.063 0.61*107 0.432*107 12.54
650 0.679 0.044 0.73*107 0.498*107 16.35
750 0.51 0.036 0.84*107 0.62*107 15.5
800 0.44 0.033 0.90*107 0.71*107 13.39
900 .311 .029 1.01*107 1.06*107 -3.52
950 .279 .028 1.06*107 1.2*107 -9.8
1000 252 .027 1.12*107 1.353*107 -16.4
 R/C (rate of climb)
20

15

10

5
R/C (ft/s)

0
0 200 400 600 800 1000 1200
-5

-10

-15

-20
V∞ (ft/ s)