The Boeing 737-200 in Military Service Introduction Mission Configurations and Performance Design Features © Customer Support Services Mission Analysis and Economics me eing Commercial Airplane Company (A Division of The Boeing Company! ©. Box 3707 Seattle, Washington 98124, U.S.A. inted in U.S.A. APRIL 1979 B6906The Boeing 737-200 in Military Service 99.2 ) Introduction Mission Configurations and Performance Design Features © Customer Support Services Mission Analysis and Economics »939399993.993 e 5939939 nee ‘oeing Commercial Airplane Company (A Division of The Boeing Company) P.O. Box 3707 Seattle, Washington 98124, U.S.A. Printed in U.S.A. APRIL 1979 B6906339393939393393999399393993939 Introducing the 737-200 Multimission Military Transport The Boeing 737-200 military transport is a deriva- tive of the 737 commercial jetliner. This aircraft, the most technically advanced short-to-medium range transport available, is built by the same engineering and manufacturing team that produced the medium-range 727, the world’s most popular commercial airliner. Designed to meet the exacting demands of com mercial short-haul, through-stop service, the 737, provides the same outstanding qualities of per- formance and economy in multimission military service. Particularly attractive to many military operators is the aircraft's ability to take off from short unpaved fields and make repeated en route stops without refueling or use of ground support equipment. Another significant characteristic is the 737-200's main cabin: It is as wide as the 707 and 727 and wider than the KC-135. This standard-width body, plus the aircraft’s large cargo door and converti- bility features, permits a wide range of military applications. The overall design simplicity, major systems group- ing, modular subsystems, and convenient engine location result in outstanding aircraft reliability, self-sufficiency, and eye-level maintainability. The 737 fleet has a remarkable record of dispatch reliability: operating at close to 99% (based on ability to depart within 5 minutes of schedule) at an average daily utilization in excess of 6 hours. In addition to United States Federal Aviation Administration (FAA) certification, the 737 is certified by the Civil Aviation Authority (CAA) of Great Britain and the regulatory agencies of 18 other countries. The 737 has established an out- standing safety record in 10 years of international service.Design Advantages The 737-200 is the most spacious twinjet in pro: duction. The aircraft's main cabin width is identical to that of the larger 707 and 727; thus the 737 accommodates the same military and commercial pallets as these aircraft. Space is provided on the main deck for 4,636 cubic feet (131.3 cubic meters) of cargo plus another 875 cubic feet (24.8 cubic meters) in the lower holds. An onboard APU, a self-contained aft airstair, an optional self-contained cargo loader, and a forward airstair enable the aircraft tobe self-sufficient while ‘on the ground. Engines located below the wing provide significant advantages. The effect of the under-wing engine location on aircraft center-of-gravity limitations results in the 737-200's tolerance to large variations in load distribution without the use of ballast. Use of underwing engines enables full utilization of available fuselage space. The wing-mounted engines are well away from debris that may be thrown up by nose and main landing gears. Their position also permits better door utilization and emergency-exit distribution, including an 84.5: by 134-inch (215: by 340-centi meter) cargo door for loading the same containers and pallets carried by 707/727 size aircraft. The 737 is designed for extended structural life in the more severe fatigue environment of multiple: stop service. The structure is a “fail safe’ design. If a crack should develop in a critical area, alternate structural load paths are available to carry the full load. Outside Dimensions 93 FT (28.35 Ml) | ager (336m) aer2in.—| (23M) [+26 Fr 111. (29.54 m) or Frain. (738 10) ‘TURN RADIUS 36 eT (to7 m1 84.5 IN. x 134 IN. [215 CM x 240 CM) ‘CARGO DOOR 13 FT 2IN, (4.01) rer i128) 37 FT aN, (11.28 w) I,vZIwIIII SD ) a) »I,aIIID —s2wD@»p393999399939939393939999993939 Major 737 design objectives to optimize reliabil and maintenance costs were: ¢ Minimum number of components © Component accessibility © Use of proven components, combined with the latest technological improvements © Eyerlevel placement of inspection and mainte: nance access points ® Modular component packaging © Grouping of components and modules by system © Self-test capability Reported data from current operators indicate that attainment of these objectives has reduced the maintenance cost of the 737 below that predicted. All engine maintenance—as well as nearly all other service maintenance—is done from ground level. ‘An engine change can be accomplished in 50 minutes without the use of ground stands. The basic usable fuel capacity of the 737-200 is 5,164 U.S. gallons (19,548 liters) contained in three integral wing tanks. The basic fuel capacity can be augmented by installation of tanks in the lower baggage compart: ments. Option 1, an 810-gallon (3,066-liter) fuel cell in the aft cargo compartment, increases the usable fuel capacity to 5,974 U.S. gallons (22,614 liters). Option 2 (not illustrated) consists of a 1,070-U.S. gallon (4,050-liter) tank installed in the aft baggage compartment and a 650-U.S.-gallon (2,461-liter) tank in the forward baggage compartment, in- creasing total aircraft tankage to 6,884 U.S. gallons (26,053 liters). Additional optional baggage compartment fuel tank configurations increase the total available fuel capacity to 7,164 U.S. gallons (27,119 liters). Principal Characteristics Transport and Patrol Configurations ‘Maximum Taxi Weight—Lb (Kg) ‘Maximum Brake-Release WeightLb (Kg) Maximum Landing Weight—Lb (Xa) Maximum Zero-Fuel Waight—Lb (Kg) ‘Operating Empry Weight Total Fuel Capacity—USS. Gal (Liters) Basic (Wing Fuel Option 1°* Option 2°* Fuselage Compartment Volume—Cu Ft (Cu Mi) Main Deck Lower Deck (Baggage Compartments) Lower Deck (With Option 1 Fuel) Lower Deck (With Option 2 Fuel) Engines Two Pratt & Whitney (JT8D-17R) ‘Sea-Level Static Thrust at 77°F—Lb (Kg) With APR Activated*** —Lb (Ka) Maximum Operating Airspeed (KEAS) Maximum Operating Speed Standard-Gross-Weight- High-Gross:Weight Structure Structure Option 117,500 (53,297), 128,600 (58,332) 117,000 (63,070) 128,100 (58,105) 105,000 (47,627), {95,000 (43,091) 107,000 (48,534) 99,000 (44,906) 5,164 (19,548) 5,974 (22,614), 6,884 (26,059) 4,636 (131.3) 875 (24.8) 640 (18.1) 450 (12.7) 16,400 (7,439) 17,400 (7,893) 360 Mach 0.84 Operating empty weight varies with mission equipment configuration and fusl ranie ‘options. Typieal OFWs a shown on porformance curves for each examplo mission. ‘> Basie wing fuel augmented by lower baggage compartments (omatie thrust increas from the ‘eperable ongina in tho unlikely event of engin failure during takeoff. No pilot adjustment of thrust levers fs raquired,Operational Features Fully loaded, the standard-gross-weight structure 737-200 carried 115 troops 1,720 nautical miles (3,185 kilometers) or 35,740 pounds (16,211 kilo- grams) of cargo 1,020 nautical miles (1,889 kilo- meters). In the executive transport configuration, it carries @ party of up to 33 military and govern- ment executives and staff over 2,500 nautical miles (4,630 kilometers) with basic fuel—farther with optional fuel—making intercontinental mis- sions routine. The specific range performance for each basic mission is contained in the MISSION CONFIGURATIONS AND PERFORMANCE sec- tion, The high-gross-weight structure option offers increased range and/or payload for certain missions, as illustrated by the troop transport and cargo transport payload-range curves. Human factors and simulator performance studies were used in optimizing the control cabin design for a minimum two-man crew workload. Self monitoring subsystems are employed with automa tion increased to a high degree. Every control is, either accessible to or duplicated for both pilots; thus, all flight operations may be conducted by one pilot from either seat. Ten windows in the cockpit allow the crew an excellent field of vision. Advanced high-lift devices on the wing, combined with automatic braking and highly effective thrust, reversers, give the 737-200 outstanding short-field performance. At nominal gross weights, daily oper- ations from fields 4,000 to 5,000 feet (1,219 to 1,524 meters) long are routine. FORWARD BAGGAGE COMPARTMENT poor 48 x 49 IN, (122 x 122 era) “5.1 1N, (ais oMy 22.4 1N, e7cmi BODY FUEL TANK BIDUS. GAL. (Boss t) 45.8 1N, AFT BAGGAGE COMPARTMENT Giger rPoaI_IIIIIIAIIIIIIIIII’SD _ )) ) ) »3399 »93993999939993999 ) ) Standard equipment in the 737-200 meets the requirements for Category I! manual and automatic, approach: 1,200-foot (366-meter) runway visual range and 100-foot (30.5-meter) ceiling, The high lift system provides a low approach speed com- bined with excellent approach stability. The low approach speed results in reduced runway landing length requirements. Increased time is available for the pilot to acquire visual orientation and make flightpath corrections during transition from ap- proach to touchdown. The approach stability permits smooth flight with minimum throttle adjustment and attitude change, even though flap position and airspeed changes may be required. The high-performance thrust reversers are among the most effective in use. The automatic braking system provides immediate, smooth brake applica- tion. The system is actuated by wheel spinup and automatically decelerates the aircraft at a prede- termined rate, The aircraft's improved antiskid system produces effective braking on wet and icy runways and provides significantly smoother braking than other antiskid systems. The 737-200 is capable of operation from unpaved runways. This capability applies to operation on any unpaved field that has adequate soil bearing strength to support the aircraft. To provide even greater operational flexibility, a low-pressure-tire option is offered for use on runways where flota tion characteristics are critical.Boeing dotivered 19 ewinjet 737-200 aircraft (USAF designated T'43Al in 1973 and 1974 to the U.S. Air Force for airborne training of navigators. These airratt replaced 77 piston-engine T:29s used for taining since 1952. S23SDAIIIAIZDIAVIIVDIIOZBIIVDIISD'»39°393 9399999939993999993993 Tanker Configuration Fitted with appropriate refueling equipment, the 737-200 becomes an effective aerial refueling tanker, increasing the range and weapon-carrying capability of either probe or receptacle-equipped fighters. Principal modifications to the basic aircraft include additional fuel tanks and installation of wing-tip hose/drogue or fuselage-mounted boom refueling equipment with the required control systems. Hose/Drogue Configuration F.5 Typical Receiv ne / Multimission convertibility features enable the 737-200 to fill many additional military and gov- ernment mission requirements while retaining full basic tanker capability, Formating diagrams of typical fighter refueling hookups are shown below. A more detailed descrip- tion of the required refueling equipment is pre- sented in the following section, MISSION CON- FIGURATIONS AND PERFORMANCE. Examples of increased fighter force productivity through application of aerial refueling tactics are shown in the MISSION ANALYSIS section. Flying-Boom Configuration F-16 Typical Receiver y i Principal Characteristics Tanker Configuration Hoss/Oroqua Configuration Moximur Taxi Weight” 20 Load Factor 197,500 1b 2.25 Load Factor 130,280 Lb Maximum Landing Weigh 108,000 Lb Maximum Zero-Fual Weight “250 Lead Factor 96.500 Lb 2.25 Lond Factor 108,500 Lb (Est) Maneuver Loe Factor” “Siang Operation 250 Ortizal Mision Operation 225 (perstins Empty Went 7400 Lb Foul Gapscty ‘asie Wing 5.188 US. Gat Lower Deck (@aggaye Compartment) 1070, Gal Upper Deck 3440 US. Gal 0974S. Gat (Cargo Volume ain Deck 4.838 ou Fe Loner Dek (Baggeye Compartment arson Lower Deck (With Furl Tanks) Installed) 595.Cu Ft Engines Two Prat & Whitney (5780-178) SraLovel Static Thrust 3t 779F (25°C) 16400 Lv 17400 Ub Boom Configuration 59,297 Ka 117.500 Lo 59.287 kg 50,008 Ka 120,540 Lb 59.212 Ka 47,527 Ka 105,000 Li 47,627 Kg 4372 Ky 96,500 Lo 43,72 ky 48308 Kp (Est) 106500 Lo (Ex) 48,308 Kg [Er] 250 2.25 30572 Ky 68,570 Lb 31,103 ka as45 5164US.Gal 19,508. 49501 930US.Gal 3.8201 1s972u 3400 US. Gal 13022 L 36,620. 9.594US. Gal 36,090 L 131 cum 4,636 04 Fe 131M zocM 875 cu Ft 25a Ww, Cem 376 CuFt com 7439 Kg t6400¢b 7430 Ky 77393 Kg 400 Ub 71883 KePOOQSCSCOCOOCOCOCOCOCOCOCCOCODMission Configurations and PerformanceMission Configurations and Performance © Executive Transport © Troop Transport © Cargo Transport © Maritime Patrol © Civil Disaster Relief93393339393939339333993393933999 Mission Versatility The 737-200 is a jet-age military transport; its convertibility features are designed for multi mission service. Several basic missions are illus trated in this section. Variations of these basic missions and other potential missions are virtually unlimited. Convertibility The key to the practical utility of the 737-200 is its convertibility. When converting from a troop configuration to other configurations, seat track covers are removed, and stowed in the back pocket of adjacent seats. Then, the desired number of seats are unlocked, Using no special tools, and removed as individual, units from the floor. (Troop seats are available having folding legs for compact storage in a lower cargo compartment or on a cargo pallet.) Extra fuel tanks, high-density and outsized cargo, executive transport furnishings, special electronic equipment, passenger seats, and other hardware can be palletized for shipment or on-board use. No special tools are required to attach side guides, roller trays, and pallet locks to the seat tracks when converting to a palletized configuration.Executive Transport 9999393939939393939399999939993992Executive Transport Today's world often demands personal dialogue between heads of state on very short notice. Boeing jets provide transportation between major world capitals for the President of the United States and heads of state of many other nations. The 737-200 has proven its ability to meet the performance, reliability, and operationally ready rates required in this service. In the executive transport configuration, the 737 carries the head of state or chief executive and up to 32 staff personnel and guests 4 nonstop distance of over 2,500 nautical miles. For multimission convertibility, field installation of an executive interior furnishings kit is practical within a few hours’ notice. When the aircraft is dedicated to executive travel, more permanent furnishings are installed, resulting in a “fixed” interior configuration. A wide variety of custom interior arrangements are available to meet any required level of convenience, comfort, and capability.Office/Lounge Area LavatoryFixed Interior With Private Stateroom The wide fuselage cross section of the 737-200 permits installation of a completely enclosed private stateroom and adjoining lavatory, while retaining a fore-and-aft passageway for movement of staff and attendants throughout the remainder of the aircraft. The accompanying floor plan and photographs illustrate a typical fixed interior arrangement that can be installed in the 737-200. Each executive interior is customized using stock ‘components to meet the requirements of individual governments. Comfortable Working Environment The working environment within the 737-200 executive transport is the most comfortable avail: able. Conditioned air is uniformly discharged throughout the length of the cabin from the draft- free overhead distribution system. Air is exhausted near the floor through return-air openings in the compartment sidewalls. Individually adjustable air outlets supply air directly to each work area. An electronically controlled cabin pressure control system operates automatically. Cruise altitude and destination altitude are selected before takeoff; thereafter, the system controls cabin conditions without attention. Sea-level cabin pressure can be maintained to 18,500 feet altitude; at 35,000 feet altitude, the cabin pressure is equivalent to 8,000 feet altitude. Fixed Interior Arrangement Example = call CE Clty lorricenounce| srarenoom | cof*Slee | confd@ fren] Sy. See or compan rien] Suz Sime iS rr Be eel: a L Rc [5D CF f fo 11 EXECUTIVE SEATS Stateroom Passageway 1asTAFF SEATS iN vi ~II,IJ9IIII 2 )Convertible Interior An easily installed interior executive furnishings kit is offered for applications requiring rapid conversion from any mission configuration to the executive configuration. Bulkheads and all furnishings are seat-track mounted and can be installed or removed without special tools, The accompanying floor plan and photographs describe a typical convertible interior arrangement. Many variations of this basic arrangement are possible to meet individual requirements. Convertible Interior Arrangement Jorriceounce] oinincanca | ] s [ep G = Galley L = Lavatory S = Stowe Office/Lounge Area 14 EXECUTIVE SEATS STAFF COMPARTMENT | fu —! SO STAFF SEATS ConvertibleDi Executive Transport 1g Area ‘ Convertible Inthe executive transport configuration, the Payload Range 737-200 carries a total of 33 passengers a nonstop distance of 2,550 nautical miles using Option 1 The 737-200 offers economical executive jet travel fuel capacity. Fifteen passengers are carried 2,900 between major capital cities of the world. nautical ing Option 2 fuel capacity. 737-200 Payload Range Executive Configuration STANDARD DAY ENGINES: JT#D.17R MIL-C.50118 RULES FUEL CAPACITY OPERATING EMPTY WEIGHT. MAX RAMP UIT: 117/500 LB {53,207 KG) —5,974 US, GAL (22,614 L) (OPTION W) (69,940 LB (31,724 KG) PASSENGER WT: 200 LB (90.7 KG) — — = 5884 US. GAL (26,059 L) (OPTION 2) 71.000 LB (32.205 KG) a0 20 PAYLOAD (1,000 POUNDS) 10 ° 5 10 6 20 5 30 35 RANGE (100 NAUTICAL MILES} s99000 9090090 099090090 090990909Troop TransportTroop Transport Self-sufficiency, short takeoff and landing, and a capability to operate from remote airstrips are de sirable characteristics of aircraft for troop transport missions. The 737-200 has the capability to satisfy these needs. Troops can be unloaded quickly through the two standard-size doors . . . and it can be done without ground support equipment. The onboard auxiliary power unit supplies electrical power, air con: ing, and engine start air on the ground. An optional self-contained cargo loader, powered from the APU, quickly loads and unloads pallet- ized troop support equipment, cargo, and vehicles. When equipped with the optional gravel-runway kit, the aircraft is certified to operate from unpaved airstrips. High-flotation tires are also available for operation on airstrips of marginal strength. DPIDDIWDIAIWVIIIQIWIIDIWIIWDIVIUVILarge Capacity for Troops All-troop interiors may be configured with fou five-, or six-abreast seating, Shown here are the 90-troop, five-abreast seating arrangement at 36- inch (91-centimeter) pitch, the higher density 115- troop, six-abreast seating arrangement at 34-inch (86-centimeter) pitch, and a mixed passenger-cargo configuration. Seating arrangements with densities, as high as 129 passengers are available with reduced seat pitch, The 737-200 door arrangement provides excellent access whether in all-troop or in a combination cargo+troop arrangement. Two additional cabin emergency exits are located over the wing. The basic aircraft has a lavatory and a galley at each end. Other interior arrangements are available as options. 90-Troop Seating Configuration 115-Troop Seating Configuration 3 Cargo Pallets Plus 58-Troop Seating ConfigurationOperation From Remote Airstrips A basic 737-200 design objective—fly longer dis- tances from short airfields—makes this aircraft ideal for transporting troops into combat staging areas. It can approach the world’s smaller airstrips at the lowest speed of any similar jet (about 117 knots at, typical landing weights) and, after landing, come to a rapid stop. The automatic braking system, high-performance thrust reversers, and improved a system give the 737-200 an unmatched stopping capability. The 737-200 can be fitted with an FAA-approved gravel runway kit (optional). This kit~consisting of nose- and main-gear deflectors, engine vortex dissipators, a retractable anticollision light, and abrasion protection—permits operation from un- paved airfields previously inaccessible to jet aircraft. Additional information concerning _ runway strength requirements is contained in a following subsection; GENERAL PERFORMANCE CHAR- ACTERISTICS. The gravel-runway equipment kit is fully described in the DESIGN FEATURES section. Many Through-Stops The 737-200 can make repeated through-stops without refueling or servicing. For instance, two 130-nautical-mile trips can be flown into a staging area with 115 troops, returning from each flight with @ full load of patients (as many as 48 on litters) that may need immediate medical attention. In addition, 875 cubic feet (24.8 cubic meters) of space is available in the lower holds for carrying troop medical supplies, field equipment, litters, or troop seats. 3939993993399 9I93I39339333339Self-Contained Airstair An electrically powered airstair is built into the aft, entry door, thus eliminating the need for ground stairways. The airstair is powered from the aircraft, and requires no ground support electrical power. A similarly powered forward airstair is available as an option. Manual. stairway extension can be accomplished from either inside or outside the aircraft. Manual retraction is provided from the inside only. The forward entry and service doors are of the inward/outward-opening plug type. Two 20- by 38- inch (51- by 97-centimeter) overwing exits are centrally positioned in the cabin.Troop Transport Payload Range The payload-range curves below illustrate the 737-200 nonstop troop-carrying capability versus range. With standard structure and fuel capacity, ‘the airplane can carry 115 troops 1,720 nautical miles; with optional high-gross-weight structure and fuel capacity, the range is extended to 2,260 nautical miles. Troop Transport MAXIMUM RAMP | FUEL CapacrTy | OPERATING Payload Range WEIGHT Us.Gat | empty WEIGHT REFERENCE | STRUCTURE te (Kc) (uirens) LB (KG) ——]stanoano 117500 564 62.660 (53297) (195548) (28.422) = ‘STANDARD 717500 5,074 63,800 (3297) (22'514) (23,938) —.—- —| Nish Gross 128,600 574 64,300 WEIGHT (8,332) (22514) (29,168) ok HIGH.GROSS-WEIGHT TD. structure 20 115 TROOFS, ‘STANDARD ‘STRUCTURE 20 PAYLOAD (1,000 POUNDS) STANDARD OR HIGH-GROSS.VIEIGHT] Xo sTRUCTURE © MiLc5o11A RULES: © ENGINES: JTe0.178 to|—e STANDARD DAY © LRcc To 37,000 Fr FUEL DENSITY: 65 LE/GAL TROOP WEIGHT: 205 LB (93 KG) ° s 10 1 20 25 30 38 RANGE (100 NAUTICAL MILES)Cargo Transport o:9399939399939939939393939999939Cargo Transport With @ cabin width identical to that of the large 707 and 727 jets, the 737-200 can accommodate pallets and containers interchangeably with these and other large aircraft. The main-deck floor strength permits loading of the higher density cargo normally associated with military operations. An 8,000-pound (3,628-kilo- gram) pallet load can be positioned anywhere in the aircraft. Floor strength permits loading of cargo weighing up to 400 pounds per square foot (1,953 kilograms per square meter). Wheeled-vehicle loads up to 2,500 pounds (1,134 kilograms) per wheel are permissible with shoring. Fuselage Cross-Section Comparison 125:In, (317.5-cm) Width Pallets ks Loading The cargo door is the same width (134 inches, or 340 centimeters) as that of the 707 and 727 and accepts standard 463L pallets. Jeeps and similar vehicles can be loaded without difficulty. The cargo door and eft passenger door can be used for simultaneous loading of troops and cargo. The cargo door opens to either of two positions: For normal palletized cargo, it is opened to a canopy position with the door forming a protective rain cover. For crane-lifted cargo, the door is fully ‘opened to provide vertical access to the exposed cargo floor area. Size limits—height, width, and length—for rectan- gular cargo are shown in the loadability table on the following page. ~Bulk Cargo Loadal Maximum Package Size Width (In) Height fig} | 5] 18] 25] 35] 45] 56] 65] 75] 85] 95] 105] 115] 120 Length (In) 7281 | 304 254 218] 192] 169 68-72 |339| 279| 237| 206] 184] 161 | 468 | 465 | 350 | 296| 247| 218] 192| 166 60-64 | 639| 481 | 387| 315) 267] 233 | 207| 185] 164 | 146 | 96-60 |663| 616 | 457 | 366] 303] 261 | 228 | 203| 183 | 163] 145] 133 | 51-86 | 663 651 | 491 | 386| 320] 272 251 | 662] 681 | 537| 417| 341 | 287 189 | 169| 161 | 136 197 | 177| 161 | 147 |141 All-Cargo Interior In the all-cargo interior arrangement, the main cabin has a floor width of 128.3 inches (325.9 centimeters), a length of 68.5 feet (20.9 meters), and a maximum height of 84.5 inches (214.6 centi- meters), for a total volume of 4,636 cubic feet (131.3 cubic meters). The large cargo door and wide-body cross section permit loading of seven military 463L pallets, 88 by 108 inches (224 by 274 centimeters); seven commercial pallets, 88 by 108 inches or 88 by 125 inches (224 by 318 centimeters); or a com- bination of these pallets. Total volume of the seven commercial 88- by 125-inch pallets is 2,870 cubic feet (81.3 cubic meters). With the 108-inch-wide pallets installed, an aisle on the left side of the aircraft permits in-flight inspection of cargo. The 125-inch pallet requires the full cabin width. a Seven Military or Commercial Pallets Configuration 0 = i es es es ee eT LI lee eee Seven Commercial Pallets Configuration D 0Combination Cargo-Troop Interior Cargo conversion kits allow a capability for mixed troop-cargo and all-cargo arrangements. These kits include extra fire extinguishers, a cargo-door safety net with stowage bag, sidewall kick plates, and a cargo/troop-compartment bulkhead with door. This bulkhead is used in cargo-troop arrangements to separate the cargo and troop areas. Pallets and seats may be installed in mixed arrange- ments. Options of various numbers of cargo pallets and the corresponding number of troop seats are available. The two-pallet, 76-troop and the five pallet, 28-troop, six-abreast seating interiors are shown. Cargo systems include pallet tiedowns designed for a 3g forward load and a barrier net that restrains, the entire load to 9q forward. Other hardware is available to allow mixing 3g and 9g pallets in the seme load. Virtually any operating requirement can be met. 2 Pallets and 76 Troops Configuration 5 Pallets and 28 Troops Configuration 1 I;vIdI?D »F_,_IIIIVD »PI,IIII III 39DCargo-Handling Hardware A three-piece threshold roller assembly at the cargo doorsill provides 2 continuous roller surface over the beveled lower sill between the cargo loader bed and the ball transfer panels. The ball transfer panels adjacent to the cargo door offer initial omnidirectional movement of pallets into the aircraft. From there, pallets are moved longitudinally within the aircraft on seat-track- mounted roller trays to their final lockdown position. No special tools are required to attach side guides, restraint fittings, pallet rollers, or locks. These cargo-handling fittings are attached to seat tracks with shear pins and vertical restraint studs similar to seat attachment fittings. Guides (1) opposite to Vaca iar) tev] (Yaya, YYTIIKOD Roller Tray Pallet Lock the cargo door have ball transfer units instead of rollers for consistency with the ball transfer panels. All side guides accept snap-in tie-down fittings for straps to restrain bulk cargo. In flight, the guides are used to prevent lateral movement. Pallets are restrained fore, aft, and vertically by pallet locks. These locks (2) are installed in the ex- isting seat tracks and transfer loads directly to the floor structure. Like other cargo fittings, the pallet locks and rollers are made of steel and high-strength aluminum alloy. The rollers (3) permit longitudinal moverent of the pallets within the airplane and are assembled in easily installed roller traysindexed to the seat tracks. The side guides (4) guide cargo movement with the cabin. Guides in the ball mat area (5) retract during loading and unloading of cargo. 3s LBt.62.50 © Retractable Side GuidePressurized Lower Hold The pressurized lower-hold cargo compartments of the aircraft have @ combined volume of 875 cubic feet (24.8 cubic meters)*. The cargo compartment floor-to-ground heights vary from 41.5 to 51.5 inches (105 to 131 centimeters) for the forward compartment and 45.2 to 61.5 inches (115 to 156 centimeters) for the aft compartment, depending upon aircraft loading, Access doors are inward-upward opening with effec- tive heights as shown, Both doors are equipped with safety lanyards to protect personnel against inadvertent closure. hon options! body fusl tanks are installed. Refer to ¥ ‘of PRINCIPAL CHARAG: TERISTICS in the INTRODU Lower Cargo Holds FORWARD 370CU FT (10.47 CUM) AFT 505 CU FT (14.29CU M) TOTAL 875 CUFT (28.76 CUM) (107 ex) FORWARD x 45.1 1N, (isocin 22cm 810M 46.8 1N. Se emi) AFT 9:9d939939993999399399993993939 Television Optional Equipment The television is a rugged Westinghouse “Blue Spot” system, which is in production for the U.S. Army. It has been modified slightly by deleting a laser designator and increasing the sensitivity by changing the basic sensor. Resultant sensitivity of one foot-candle permits the system to achieve 0.2 milliradian resolution in the narrow-field-of-view mode (5°) The TV system also includes a video recorder for instantaneous image storage. Television is offered as the most cost-effective approach to visual obser- vation. Required illumination is achieved with Nose Radar and TV Installation RADAR Vv TV Daytime Resolution Clear Day Range (Nautical Mites) Wide Narrow Discrimination Tasks FOV FOV Deteot Target 26 78 Recognize as Ship i 20 Recognize Superstructure os 3.0 Recognize Ship Type 06 24 Classify Booms 04 1.6 Discarn General Activity 03 10 Discorn Deteiled Deck Activity 0,2 07 lights mounted to illuminate objects abeam. The TV tracking control has trigger-type lights and tape recorder controls. The lights are designed to illuminate targets 950 feet (290 meters) and closer for a time adequate to record them, The television sensor is chin mounted and steered manually by the operator in both elevation and azimuth. The operator can choose 5° or 20° fields of view. At a 950-foot (290-meter) range, resolution on a narrow field of view is 2.2 inches {5.6 centimeters), adequate for ship signature recording and in most cases identification by name or number. Westinghouse Blue Spot TV S13 Fr asem RESOLUTION: 95. ean Range Light Detection Range ‘TV FIELD OF VIEW: 20° RANGE LIGHT: 50-WATT WHITE LAMP 0 2 DETECTION RANGE (WAUTICAL MILES) 1 23 4 56 ete 20 NOMINAL VISIBILITY (NAUTICAL MILES)Example Console Operations A two-man operator team controls the radar and TV mission equipment from a seat-track-mounted console. The SLAMMR radar display output is hard copy with beacon printout of warning and, upon request, all identified returns when unknowns exceed a pre- set threshold. Observation of the AVO:30X(X) PPI CRT scope is required periodically to monitor the 10-nautical-mile area under the aircraft not covered Maritime Patrol Payload Range The 737-200's range capability in the maritime patrol configuration is shown as a function of pay. load. Intermediate range lines indicate the range reduction at @ given payload resulting from per: forming one or more contact investigation maneu- vers during the mission. In the construction of these curves, fuel allowance for each contact investiga- tion is the total required for descent from cruise by the SLAMMR. Mission communications are accomplished at the operator console. Investigation of unknowns requires a flyby. Bogie position fixing is accomplished by grid location from SLAMMR, then descent, localization with the AVQ-30X(X), and visual observation by eye and TV. Video recording makes permanent records. Television sensor tracking is accomplished using the "TV Track Control.” If night operation is needed, the TV will track on ship lights, and flood lights can be triggered for video recording. altitude to 500 feet altitude, 5 minutes loiter at 500 feet, and an en route climbing return to cruise altitude, For example, with @ 1,000-pound (454-kilogram) mission equipment payload, the 737-200 will, at optimum altitudes, patrol a distance of 2,220 nautical miles and perform three en route contact investigation maneuvers. »>IIIIIII III IIIV IJ III 333d»>9:9d399393939393939399 » »>99999 ) » THREE CONTACT INVESTIG. STANDARD DAY MILC-5011A RULES EW: 65,160 LB (29,556 KG) FUEL CAPACITY: 6,884US, ENGINES: JT8D-17R PAYLOAD: 1,000 LB (4 Maritime Patrol Payload Range 40 TIONS GAL (26,059 L) ke) 20 \ = STANDARD DAY MIL-C-801 14 RULES FUEL DENSITY: 65 LE/GAL LRCC To 37,000 Fr RAMP WT: 117,500 Le (53,297 KG) EW: 65,160 LB (29.566 KG) FUEL CAPACITY: 6,884 GAL (26,059 L) ENGINES: JTeD-178 PAYLOAD (1,000 POUNDS) 10 ° © 10 75 20 RANGE (100 NAUTICAL MILES)Refueling Tanker (RRR eee ee ee ee ee ee eee)Refueling Tanker Boeing has produced more than 1,800 tanker air- craft for the United States Air Force. Included are the KB-29, over 800 KC-97s, and more than 700 KC-135s. The KB-29 and KC-97 are both deriva- tives of the 8-29 of World War II; the KC-135 is a descendant of Boeing's 707 prototype and is the backbone of the current U.S. Air Force refueling tanker fleet. This experience also includes hose/drogue and flying-boom installations on 707 tanker aircraft as, well as design of related fuel systems for both. Thus, Boeing has a substantial background for development of the 737-200 refueling tanker. ‘An Fold fightor is shown being refueled by 2 707 tank The nose éroque system has been in service on 707 tankers withthe Canadian Armed Forces more than & yé Using his proven technology, the same refueling system can be installed on 737-200 aieraft 737-200 Hose/Drogue Tanker Refueling Equipment ‘The 737-200 can be converted to a tanker by in- stalling Beech model 1080 aerial refueling stores, near the wingtips. Refueling rates of up to 300 gallons (1,136 liters) per minute per fighter can be maintained. With refueling stores on each wing tip, the 737-200 hose/drogue tanker refuels two probe-equipped fighters simultaneously. When refueling operations are completed, the hoses are retracted and the hose booms are raised by a lift cable, resulting in a minimum-drag cruise configuration. Survey flights in the formating envelope indicate ‘that the model 1080 aerial refueling store with its hose boom places the drogue well below the 737-200's wing vortex, thus ensuring a stable drogue target for the receiver aircraft. IsyU8V8VNNVVIgININNVNVUNVNNVVVOeVG»393939 »9999393999339999999 The removable wingtip-mounted refueling pods are fitted with an air-turbine-driven boost pump to provide boost pressure for fuel flow to the receiver. In the retracted position, the boom fairs in with the surface of the pod, The hose is stored around pulleys within the pod. The aft end of the boom is, fitted with indicator lights to advise the receiver pilot of hookup and fuel transfer conditions. REFUELING. STORE BASIC WING FUEL cocKriT, REFUELING CONTROL &. FUEL FLOW WARNING LIGHTS (REO) “READY FOR (AMBER). Fuel System Description The fuel pumped by the aerial refueling system is supplied from the wing tanks, wing center section tank, body tank, and the upper-deck tanks. Two aerial refueling pumps are installed in the wing center section tank and are connected to a 3-inch (7.62-centimeter) aerial refueling manifold running from the pumps through the wing tanks into the wing-tip-mounted Beech stores. At the wing tip, the manifold terminates in a fitting that may be LOWER-GoDy FUEL LIGHTS (GREEN). CONTACT” LIGHTS Two removable upper-deck fuel tanks of 1,720 USS. gallons (6,511 liters) each and a 1,070-U.S. gallon (4,050-liter) lower body tank are added to ‘the basic fuel tankage to provide a total usable fuel capacity of 9,674 U.S. gallons (36,620 liters) for refueling missions. REMOVABLE UPPER-DECK FUEL TANKS REFUELING STORE WHITE BELLMOUTH ILLUMINATION LichTs TOILLUMINATE HOSE MARKINGS View of Boom Belimouth Lighting as Seen by Receiver Pilot capped when the stores are removed. Each pump is. capable of supplying the nominal-rated Beech pod fuel flow capability of 240 gallons per minute (909 liters per minute) at 50 pounds per square inch (3.5 kilograms per square centimeter). A gravity feed system is provided to permit fuel transfer from the inboard main tanks to the center wing tank. This transfer system consists of a float switch-controlled butterfly valve that links the wing tanks and center section tanks.During aerial refueling operations, fuel from the upper-deck tanks and the aft body tank can also be pumped to the center wing tank for ultimate trans- fer to a receiver. The aft body tank and the upper- deck tanks are equipped with two transfer pumps each, providing selective management of fuel trans- fer from body tanks to center wing tank. For safety, pressure relief valves are installed in each wing tank. These valves provide additional vent system capacity in the event of an aerial re- fueling manifold failure. The valves are spring- TAWEWO.T tH wiNG) | 14008 cenrensection | 2303 Uren beck aes | aso TOTAL 2674 (Es oeruEL VALVE 73 LOW PRESSURE WaawNG oMITeH e s0ost row PRESSURE FUELING ADAPTOR = wane reeDsveren (0 tancren rime Aerial Refueling Store Description The Beech model 1080 aerial refueling store is basically a 25-inch-diameter (63.5-centimeter) cylinder approximately 18 feet (5.5 meters) long. The “boom” arm can be raised and lowered for the refueling operation and is nested for the cruise mode of operation. The hose used to supply fuel to ‘the receiver is located inside the store and is wound around four pulleys before passing through the boom. The end of the boom is shaped to allow stowage of the refueling drogue when nested. Two electric motors are used; one to raise and lower the boom and the other to extend and retract the hose. ‘A fuel boost pump is mounted in the nose of the store and is driven by a four-blade ram-air turbine. Additional equipment such as shutoff valves, fuel flowmeter, and electrical relays are also housed in the store. The store is attached to the wing by a three-point, attachment system. Two forward attachment fit- tings and one rear fitting transmit loads into the wing front and rear spars. Fuel and electrical con- nections to the tanker system are easily accessible, AFT BODY TANK, loaded discs that open at 3.5 pounds per square inch (0.25 kilograms per square centimeter). In the event of a manifold failure, the tank pressure rises When the aerial refueling pump continues to supply enough fuel to fill the tank, The relief valve opens when tank pressure reaches 3.5 pounds per square inch (0.25 kilograms per square centimeter). The valve allows fuel to spill from the tank to the center wing-tank vent line. The fuel may then run back to the center wing tank as well as overboard via the surge tanks. Ventilation to prevent accumulation of fuel vapor is provided by two ram-air scoops in the forward access doors. Drain holes in the store and boom provide drainage and prevent the accumulation of fuel and moisture. RESTRICTOR VALVE “TRAVELING A ) J »,v_II9 »,2 2 IID J 293999939}3339393939399393939339339993 »9 Aerial Refueling Store Schematic The schematic diagram shows the systems that provide power for operating the boom and hose and for boosting fuel flow out of the drogue. Fuel from the tanker enters the store at point A. From there, the fuel flows forward to the store fuel pump, which is driven by a ramvair turbine. At speeds above 265 knots (equivalent airspeed), this pump boosts the fuel flow out of the drogue to 300 gallons (1,136 liters) per minute with an F-5 receiver. With the ram-air turbine inoperative, the aerial refueling pumps inside the fuel cell of the tanker will transfer fuel to an F-5 at a maximum, rate of approximately 170 gallons (644 liters) per minute. The boom hoist system consists of a motor drive (B) and cable system. This motor unit allows the boom to lower at a controlled rate duringextension and lifts the boom for retraction. The hose extend and retract system consists of a motor drive (C) and cable system, which maintains hose tension on the refueling hose during receiver contact. Tension is maintained by action of the telescoping pressurized drag strut and the response cable. Hose tension resulting from aerodynamic drag of the drogue is sufficient to overpower drag strut pressure and maintain the system at full trail As the receiver pushes forward on the drogue coupling, hose tension is reduced sufficiently to allow the drag strut to extend, forcing the guide assembly (E) aft against the response cable and pulling the response pulley aft to eliminate slack in the trailing hose. When the boom switch is placed to “extend,”’ both electric motors in the store operate. Pulley (F) moves forward while pulley (D) momentarily moves aft, because of the overcoming strut pres sure. When the strut hits its stops, pulley (F) continues to move forward, relieving the hose tension and allowing the drogue to blossom out of the boom. As pulley (F) continues to move forward and the boom is partially extended, the drag on the hose and drogue overcomes the drag strut pressure, allowing pulley (D) to move fully forward while playing out the remaining hose and completing the cycle. ‘The retract sequence is the reverse of the above. Se [E> coectrcally controtied operation and/or operated oS eu peo! © Bete hen eeeRam-Air Turbine Description The ram-air turbine (RAT) consists of a full feather: ing, constant speed four-blade propeller 18 inches (45.7 centimeters) in diameter and its associated control mechanism. With adequate airspeed, it drives the store fuel boost pump at 4,000 revolu- tions per minute (rpm), regardless of load. A variable-pitch mechanism controls the blade angle to obtain the 4,000-rpm governed speed The feathering mechanism consists of a solenoid- actuated clutch that uses the rotary motion of the unit to drive the blades to a feathered position. Power is applied to the solenoid to unfeather the blades. A loss of power will automatically engage the clutch and feather the blades. The ram-air turbine is turned off automatically at, low flow rates prior to receiver disconnect to ’inimize shutoff surge pressures. Typical Aerial Refueling Operation After takeoff and prior to the air refueling opera- tion, the aerial refueling system test switch is used to check the operation of the store shutoff valves, the aerial refueling pumps, and the gravity transfer valves. The operational status of the auxiliary “A” system pump and aerial refueling hydraulic control, valves is also verified. The RAT switch is actuated momentarily to allow the observers to check opera- tion. Following rendezvous with the receivers, the power switch is turned on and the boom and hose are extended. When fuel transfer is required, the refuel switch is turned on. After the boom and hose are fully extended, the boom amber light illuminates to indicate to the receiver that the system is ready for hookup. When the receiver hooks up and moves forward 3 feet (0.9 meter), the 3-foot(0.9-meter)-limit switch opens the fuel shutoff valve, which starts the aerial refueling pump, and fuel transfer is initiated. At the 3.5-foot (1.1-meter) point, the position of the store drag strut opens a restrictor valve that allows the fuel flow to increase to approximately 150 gallons (568 liters) per minute. past the 5-foot (1.5-meter) point, the flight engineer selects “RAT ON.” This starts the turbine, and the fuel flow rapidly increases to the maximum available. This causes the flowmeter switch to latch the RAT switch in the on position. Refueling continues in this mode until the flow demand of the receiver falls below 150 gallons (568 liters) per minute. At this point, the RAT switch is automatically un- latched and moves to the off position and the turbine stops. Fuel flow, supplied by the aerial refueling pump, continues until the receiver is fully topped off. The engineer then places the re- fuel switch to the off position, which closes the store refuel shutoff valve and stops the aerial refuel- ing pump. The valve closure turns the boom green lights off and turns the amber lights on indicating to the receiver that fuel flow has stopped. The receiver can then disconnect. A receiver-initiated disconnect, either normal or emergency, results in a different sequence of opera- tion. As the receiver moves aft, the following sequence occurs: At the 5-foot (1.5-meter) posi- tion, the 5-foot (1.5-meter) switch initiates a RAT shutdown, At the 3.5-foot (1.1-meter) position, the restrictor valve closes, thereby reducing fuel flow to minimize surging. At the 3-foot (0.9-meter) position, the 3-foot(0.9-meter)-limit switch initiates closure of the shutoff valve and aerial refueling pump shutdown. The receiver then disconnects and if no further transfer is required, the refuel switch is turned to the off position. The boom and hose are then retracted and, when fully stowed, the power switch is placed in the off position. 9 D2IIIIIIIIIIAIIAIIAIIAAIAISoC a Cc Cc Cc Cc oO oO nS Oo oO eo o oO pS oO oO me Co oO oO Cc ‘Refueling Store an Test Stand The refueling store is shown mounted on 2 portable field test stand for functional test. The boom Is fully extended and the hose/drogue assembly is partially extended. Boom Configuration For refueling of receptacle-equipped fighters, a retractable boom and a boom operator’s compart- ment are installed on the aft fuselage of the 737-200 tanker. The boom operator maneuvers the boom for en- gagement with the fighter refueling receptacle by movement of the boom aerodynamic control surfaces. When not in use, the boom is retracted and d to the stowed position below the aft fuselage.Refueling a Typical Receptacle-Equipped Fighter —= ‘An F-4 Phantom fightor is shown during in-flight refueling. Boom-equipped tanker sioraft produced by Bocing are in service withthe United States ‘Air Force and the st Torces of other nations The boom shown is installed on 2 Boeing 707 tanker aircraft aperated by the Imperial Iranian Air Force, The same configuration is equally applicable {or instalation on 737-200 tanker aireraft. 737-200 Boom Tanker Refueling are identical. Two body tanks are installed in the ipment forward lower baggage compartment. Total fuel au capacity for the boom tanker configuration is The 737-200 boom tanker fuel tankage arrangement 9,534 U.S. gallons (36,090 liters) compared to similar to that used in the hose/drogue tanker. 9,674 US. gallons (36,620 liters) for the hose/ drogue configuration. Basic wing fuel and removable upper-deck tanks BASIC WING FUEL ‘BOOM OPERATOR'S STATION REMOVABLE UPPER-DECK FUEL TANKS LOWER-80DY FUEL w»>9393999339339399939939939999399 9 39) Fuel System Description The fuel transferred by the boom refueling system, is supplied from the wing tanks, wing center section tank, lower-body tanks, and the upper-deck tanks. Two aerial refueling pumps installed in the wing center section tank are connected to a 4.inch (10.2-centimeter) shrouded aerial refueling mani- fold running from the pumps through the aft body to the aerial refueling boom. At the boom, the manifold terminates at an interconnect that may be capped when the boom is removed. Total flow capacity through the boom is 600 gallons (2,271 liters) per minute at 50 pounds per square inch (3.5 kilograms per square centimeter). A gravity feed system is provided to permit fuel transfer from the inboard main tanks to the center wing tank. This transfer system consists of a float switch-controlled butterfly valve that links the wing tanks and center-section tanks. The forward lower-lobe tanks are also interconnected by a FORWARD. Bopy | gravity feed line that permits the 280-gallon (1,0604liter) tank to empty into the 650-gallon (2,460-iter) tank. During aerial refueling operations, fuel from the body tanks can also be pumped to the center wing tank for ultimate transfer to a receiver. One lower- lobe tank and both upper-deck tanks are equipped ith two transfer pumps each, which permits selec- tive management of fuel transfer from body tanks to center wing tank. A bypass return line is connected in parallel with the refueling manifold to protect it against pressure surges during receiver disconnect. When a discon- ect occurs, an electrical signal from the boom, ‘opens the boom bypass valve and initiates pump shutdown. Fuel between the pumps and the boom is diverted to the center wing tank via the bypass return line, alleviating a surge. A relief valve is also provided in parallel with the boom bypess valve for added surge protection in the event of a failure of the boom bypass valve. _———aaerry ———) TanKno.tuHwina) | 14908 | sate TaNKNo.2¢Rmwine) | 14508 | sate CENTER SECTION 2am | save upenvece tanks | 34ao | 19,022 TOTAL 9s | A000 ‘SHROUD DRAIN: (rveicaty PRESSURE SENSE LINE! BOOM EXTEND CHECK’ VaLve REFUELING 00m © HYDRAULIC AIR REFUELING PUN {, ABRIAL REFOEL PUMA VALVE = Boom ayPass VALVE FLoarswirei ELECTAICAL Lines © PRESSURE REGULATOR fs LOW PRESSURE WARNING SWITCH f= Barrie cneex VaLve FUEL FLOW cheek vave eee {PRESSURE FUELING ADAPTOR eee — Evaine recpsvsren AX connect == TRANSEER everens ‘VENTURIRefueling Boom and Operator’s Station Structural modifications required for conversion of the basic 737-200 to the boom refueling configura- tion include modification of the aft fuselage for installation of the boom and modification of the aft cargo compartment to incorporate the boom operator's station. The boom mounting structure is added adjacent to an existing structural bulkheed. The boom operator's station enclosure is formed by addition of a new pressure bulkhead containing a viewing window at the aft end of the aft cargo compartment. New fuselage skin panels form a revised lower contour in this area, The viewing window and control panel enable the boom operator to clearly view, monitor, and con- trol refueling operations. The entire boom mechan- ical interference envelope lies within viewing limits. Additional windows and aperiscopic device provide viewing sideward and directly rearward. -- poom orsaatonss WISN ENVELOPE rece vision q PERISCOPE —> [WINDOW TELESCOPE CONTROL. HoIsT moTOR CONTROL, PANEL: ‘OBSERVER'S, PALLET. (OPERATOR'S PALLET: ~ GREEN LIGHT ENVELOPE. ELEVATION AND REIMUTH CONTROL : } ie A door below and aft of the viewing window is retracted during refueling operations. This door protects the viewing window from dirt accumula- tion during ground operations and provides aero- dynamic fairing of the body below the window. The door also contains smaller windows that pro- vide the boom operator sufficient viewing to accomplish a refueling hookup in the event of door retraction mechanism failure. Access to the boom operator’s compartment is Provided through openings in the main-deck floor above the compartment. Structural panels cover these openings to provide floor continuity for cargo and troop transport missions. The receiver pilot is guided to the proper refueling position by director lights on the underside of the tanker fuselage. Light signals direct the receiver forward or aft as well as up or down. The function of the director light system is shown in the sche- matic diagrams on the following page. AUTO DISCONNECT LimIT- ) ) P_II_IIWIIIIIAIASD IoD ) 93939'»9393939939939393939393993993933939993 }oom As Viewed by Boom Operator Receiver Pilot Director Lights Receiver Director Lights Illumination Profile737-200 Fuel Transfer Capability Fuel transfer capability versus radius for the 737-200 tanker is illustrated for both buddy and rendezvous refuel rules. Buddy Refueling Mission Under buddy refueling rules, the fighters and tanker depart from the same base and fly at the same true airspeed to the refueling zone. After the final re- fueling operation, the tanker may return with the fighters to the base of origin or to an alternate base within radius. For example, if a total of 27,370 pounds (12,415 kilograms) of fuel has been transferred at a refuel- ing zone 1,000 nautical miles from base, the tanker can then return to any base within 1,000 nautical miles from the refueling zone. ‘The buddy mission offers the advantage of flexible route selection and route changes during the mission. Rendezvous Refueling Mission In the rendezvous mission, the fighters and tanker depart from separate bases and proceed independ- ently to the refueling zone, where the tanker orbits, during refueling operations. After completion of refueling operations, the tanker may return to its origin base or another base within the radius shown. ae Buddy Mission ee REFUELING. ZONE FIGHTER AND, ‘TANKER BASt L FIGHTER BASE 4 ‘TANKER BASE E Rendezvous Mission REFUELING ZONE > ‘TARGET ~ TARGET IZVIIIIIIVIIIII III 398383 DB»>99993939399399399999993999399 Fuel Transfer Capability so ‘al RENDEZVOUS RULES, BUDDY RULES FUEL 90 ‘TRANSFERRED (1,000 POUNDS) 20 0 00 1000 1500 2,000 RADIUS (NAUTICAL MILES) ¢ CURVES APPLY To BOTH BOOM AND HOSE/OROGUE CONFIGURATIONS. STANDARD DAY ENGINES: JT60-178 LONG-RANGE CLIMBING CRUISE TO 37,000 FT (11,278 MW) FUEL DENSITY: 65 LBIGAL MIL-C-5011 BUDDY REFUEL RULES @ ToMINUTE HOLD AT ALTITUDE # HOOKUP ALLOWANCE: 6% FUEL BURNED PRIOR TO REFUEL «LANDING RESERVE: %HR HOLD AT SEA LEVEL PLUS 5% FUEL BURNED AFTER REFUEL © SCONSERVATISMIN ALL FUEL FLOW. © REFUEL AT MACH 0.7 AT 25,000 FT (7/620 M) WITH DISTANCE CREDIT MIL-C-5011 RENDEZVOUS REFUEL RULES 2 THOUR'HOLD PRIOR To REFUEL © RESERVES: /¢HR HOLD AT SEA LEVEL PLUS 5% FUEL BURNED 5x CONSERVATISM IN ALL FUEL FLOW @ REFUEL AT MACH 0.7 AT 25,000 FT (7,620 Mi) WITH NO DISTANCE CREDIT Configuration | Fuel Capacky | _ Ramp Weighe EW Retuel Rate Boom 9534US.Gel | 190,580 Lb eas70L» | G00GPm ($6,090 U) (69,212 Kal (i.t03 ke) | (2271 Lew Howibrewe | 9670US.Ga__| 190280 Lb 674001 | 400 GHA (36,620 Ui (59,094 Ks} (6,572 ke) | (1817 Lem) Refueling Compatibility A refueling compatibility envelope defines the spectrum of speed/altitude conditions for refueling typical modern jet fighters with the 737-200 tanker. The 737-200 tanker can transfer fuel in the conditions most desirable for the fighter force; i.e., at high altitudes and high airspeed. Refueling at higher altitudes is desirable from the tactical standpoint as well as for weather and fuel economy considerations. The 737-200 can refuel at speed and altitude combinations bounded by the maximum speed line at the right and the line at the left illustrating minimum speed for Beech store fuel boost pump operation. The 737-200 tanker offers a large refuel ing envelope extending upward beyond 30,000 feet. Margin-to-initial-buffet speed lines are also shown at the left for typical jet fighters, the F-16 and F-5, Refueling speeds for these fighters are in the area to the right of their respective minimum refuel speeds. At a typical refueling altitude of 25,000 feet, the 737 refueling true airspeed ranges from 340 to 460 knots. ALTITUDE (i000 FeeT) Refueling Compatibility Level Flight STANDARD Day ‘TANKER HAS 2 REFUEL DROGUES DEPLOYED © AIRPLANE ENGINE (GROSS WEIGHT [a7 S1e0-178, ‘100,000 Le (45,358 KG) ESE 85.06.21 15,000 LB (6,808 KG) Fas F100#w-100 28,000 LB (12,701 KG) 30] 2 AXIMUM CRUI THRUST 20) 15 10 200250300350 400450, ‘TRUE AIRSPEED (KNOTS)Civil Disaster Relief (VERE REE EEE Ee)Civil Disaster Relief (VERE REE EEE Ee)Civil Disaster Relief The basic characteristics of the 737-200 that make it attractive for many military missions are equally applicable for providing relief to civilian popula- tions in the event of a natural disaster such as a flood, storm, and earthquake. Fast-response airlift of disaster relief teams with equipmentand supplies to the troubled area can be followed by rapid con- version to the aeromedical configuration for evacuation of casualties, A basic requirement of an aircraft for disaster relief missions is an ability to operate from sub: standard airstrips near the trouble area. It must rapidly evacuate personnel short distances for immediate medical attention as well as long distances for hospitalization and rehabilitation. The standard 737-200 high-lift system plus the op- tional gravel runway kit and low-pressure tires pro- vide for operation from these short and often unpaved airstrips. The 737-200 is self-sufficient. No ground support equipment is required at multiple stops away from its main base. IPIGQIWIWQVIIVIIVIVIIVIVIVIVIVWIWVIIVIIVI539933933399999939339393993939399 Large Capacity for Patients The 737-200's wide cabin ensures ease of moving patients and allows convenient access to all litter evacuees. Patient seats and litter stanchions are mounted and locked into seat tracks on the floor. This method of attachment facilitates installation and removal of interior equipment, providing the utmost flexibility in arranging the cabin. The aircraft can comfortably accommodate 30 litter patients plus 28 ambulatory patients—a total of 58 casualties, 48 patients are carried in the all- litter configuration. A 26-inch(63.5-centimeter)-wide aisle allows ac: cess to the doors for egress. The cabin accommo- dates added medical equipment for more definitive patient care, while the 875 cubic feet (24.8 cubic meters) of below-deck cargo space accommodates a full patient/crew baggage load plus spare medical equipment, seats, and litter stanchions. A medical attendant’s station is located in the forward cabin area as shown. Mixed Litter-Ambulatory Configuration 30 Litters Plus 28 Seats All-Litter Configuration 48 Litters | “9 1€eeeE|™ C9939993939393999399399399399999993 General Performance CharacteristicsThe 737-200 excels in short-field operations at both high temperatures and high altitudes. Its superior takeoff and landing capabilities have been developed ‘through incorporation of improvements in stopping distance, high lift, and takeoff thrust. These features increase the performance flexibility of the 737-200 in the military environment: 737-200 Takeoff Performance These curves illustrate the 737-200 takeoff critical field length requirement versus brake-release gross weight at sea level and standard day temperature as well as at elevated temperatures. Critical field length is defined as the total length of runway required to accelerate on all engines to critical engine failure speed, experience an engine Takeoff Performance Critical Field Length versus 9 Short takeoff and landing High-speed cruise Exceptional stability and control High-altitude and high-temperature operation Low-speed Category II manual and automatic approach Uniform deceleration and short, smooth stops © Operation from gravel runways (optional equipment] failure, and either continue the takeoff to the lift- off point or stop in the remaining distance. This is termed a “balanced” field length, since the total distance to go or to stop is the same. At a typical mission gross weight of 110,000 pounds (49,895 kilograms) and at standard-day (59°F or 15°C), sea-level conditions, the 737-200 has a critical field length requirement of 4,159 feet (1,268 meters) Brake-Release Weight CRITICAL FIELD 7 LENGTH, (1,000 FEET) o[—e seavever ‘© ENGINES: JTeD-7R ‘¢ AIR CONDITIONING OFF 05100 705 10 15202510 BRAKE-RELEASE WEIGHT (1,000 POUNDS) ~IZIIIIAIIVIIVIIIIAIIAIAIAIAIAISs5393939939939 933993993999393999 Speed Capability The maximum operating speed (Vimo) of the 737-200 is 350 knots equivalent airspeed (KEAS). The aircraft can be flown at Vino from 500 feet up to approximately 23,000 feet. At higher cruise altitudes, the maximum speed capability is deter- mined by available engine thrust. ‘Speed Capability MacH No, 7 80 82a 40 110, 129| 38 [snot Coo9g ish 30 ALTITUDE (1900 FEET) 25 ¢ STANDARD DAY ENGINES: WTeD-4178 = MAXIMUM CRUISE THRUST AIR CONDITIONING ON 20 5 400 420 aay 60 480 500 520 ‘TRUE AIRSPEED (KNOTS)Low Approach Speeds ‘The low landing approach speeds and short-field landing capability of the 737-200 provide flexibility in airfield selection plus an additional margin of safety. Approach speed is shown as 1.3 Ve (stall speed) with flaps at position 40. For example, at a typical mission landing weight of 85,000 pounds (38,555, kilograms), the approach speed is 117 knots. Short Landing Distance High-lift devices plus the automatic braking features allow operation into relatively short airfields. Automatic braking and improved antiskid devices ensure uniform deceleration and_ significantly shorten the stopping distance on wet and icy run- ways. At sea-level standard conditions, the landing distance over a 50-foot obstacle ata typical mission landing weight of 85,000 pounds (38,555 kilo- grams) is 2,500 feet. Approach Speed 140 Landing Distance ‘¢ STANDARD DAY SEA LEVEL NO REVERSE THRUST FLAPS 40 DRY, HARD SURFACED RUNWAY ANTISKID AND AUTOMATIC SPEED BRAKES OPERATING e ge 8 Bg uo ge ag 2e ze ae ss 28 — | crowd soc EE 100 ge = $ % Lees 7 80 910010 0 80 Ce TT) GROSS WEIGHT (7,000 POUNDS! (GROSS WEIGHT (7,000 POUNDS)) ) ) ) ) ) a) »3d09 ) Crosswind Capability The 737-200 has excellent lateral control margins for crosswind operation. Curves for approach, ground maneuver, and takeoff are shown as func tions of gross weight and the allowable 90-degree crosswind component. For takeoff at a typical weight of 105,000 pounds (47,627 kilograms), a 90-degree crosswind component of up to 45 knots is acceptable. Crosswind Capability ENGINES; sT#D.17R BOTH ENGINES OPERATING SEA LEVEL STANDARD DAY 80 We 5 oe os ele 70 LoS cect wor ee soit 2 ee al crosswinD & VevociTY 2 ATSO ROOT HEIGHT 50 b fenors) 0° COMPONENT) 40 20 Too 76 eo ead oor Ss ee ont (GROSS WEIGHT (1,000 POUNDS) 105110 115Load Classification Number (LCN) ‘The 737-200 load classification number at various gross weights and tire pressures is shown below for standerd tires and optional low-pressure tires. Gravel-Runway Operation The 737-200 is certified for operation on gravel runways. Operators of this aircraft, fitted with special gravel-runway equipment, can operate in areas around the world that are inaccessible to other jet aircraft. This capability applies to opera- tion on any field that has adequate soil bearing strength to support the operational weight of the aircraft. Gravel-runway equipment is offered as an option. For runways where flotation characteristics are critical, optional low-pressure main gear and nose gear tires are available. Installation of low-pressure tires will permit 737-200 operations on sod, com- pected sand, and thinly sealed runways. Equipment required for gravel-runway operation is described in the DESIGN FEATURES section. 737-200 Load Classification Number 20-Inch Flexible Pavement OTHER AIRCRAFT GROSS TIRE WEIGHT PRESSURE CRAFT, Le) est) es ——_—nc-850 ais 174 ac-111500 1045 169 pc-2-40 1143. 163 50 e920 108.3 152 | evectra 1130 138 40 c-1906, 155.0 95 Loan CLASSIFICATION 35 BAC-111.475 985 85 NUMBER [See cs 97.2 89 (wen) eae 710 100 aa f———caravette 1102 155 28 650 100 a Sa 551 70 Sy 450 % fi as.708 465 R 60 70 8 90 100 110 120 GROSS WEIGHT (1,000 POUNDS) PVBRIIIIIIIIIIIVIIAIIIIIID93393993393939399993939999999 Low-Weather-Minimum Capability Standard equipment in the 737-200 meets the re- quirements for Category II manual and automatic, approach (1,200-foot runway visual range and 100-foot ceiling) Flight control systems afford the optimum match among pilot capal aircraft handling charac- teristics, and the autopilot. This enables approaches and landings to be made under adverse conditions with minimum effort, maximum precision and re- peatability, and uncompromised safety. The Sperry SP-77 autopilot has been specially designed for the 737-200 to provide for automatic approaches. To provide maximum reliability, all components are derated; solid-state switching is used in signal circuits, and close tolerances are maintained through use of high-quality components, and internal tolerance trim-out adjustments Dual Collins FD-108 flight directors ensure con- tinuous display of lateral and pitch axis commands during manual approaches and _go-arounds. Approach progress annunciators display the armed- and-engaged status of each available path mode for both flight directors and the autopilot. The 737-200 high-lift system—consisting of triple slotted trailing-edge flaps operating with a Fowler flap movement, leading-edge slats, and Krueger flaps—provides “an exceptionally low approach speed combined with excellent approach stability. The low approach speed results in increased time available for the pilot to acquire visual orientation, make flightpath corrections during the transition, from approach to touchdown, make greater lateral alignment corrections during transition, and reduces runway length requirements. The approach stabil ity permits smooth flight on approach with mini mum throttle adjustment and attitude change, even, though flap position and airspeed changes are required. An optional automatic throttle control system is available to reduce crew workload and enable the pilots to monitor reference airspeed during adverse weather conditions.Stability and Control The 737-200 has exceptional stability and control. Pilots report that the aircraft is unusually light and responsive, having superior flying qualities through out the flight envelope. Flight test pilots are particularly enthusiastic about such handling characteristics as the lateral/ directional control of the aircraft. Pilots flying the aircraft for the first time comment on its easy familiarity, a factor that substantially reduces the time required for transitional training. The artificial-feel system for the 737-200 is de- signed to yield exceptionally light wheel forces. Because all feel forces are artificially induced, they can be tailored to provide an overall harmony among controls. Thoroughly effective roll control is attained using fully boosted ailerons and rapidly actuating spoilers. Turn entry and turn coordination characteristics are excellent. ‘The oversize vertical stabilizer and rudder are specifically designed to yield superior engine-out control. In addition, rudder pedal forces are low; in the critical post-takeoff condition, the pilot can accept a power loss safely without exercising excessive rudder control. Crosswind capability is the best of any Boeing air- craft. As a result of the oversize vertical stabilizer for directional control, the basic airframe Dutch- roll oscillation has a high level of damping through- out the flight regime, Wing-mounted engines and a low horizontal tail produce outstanding stall characteristics. Full-stick- back stalls, for example, result in carefully con- trolled stall patterns with no pitch.up and no roll-off. Full asymmetric power stalls have also been performed, demonstrating good control throughout the stall maneuver. The pitch contro! required for landing flare is low, even with a forward center of gravity. The stability and control design features incorpo- rated in the 737-200 rely significantly on the design experience gained from the Boeing 707 and 727 jet transports. Every effort has been made to ensure superior flight qualities and ride comfort throughout the flight envelope. 2909090 09090990 09090909009 9909091PYeT fo LM merc CosyDesign Features During 10 years of operation, the 737 has provided outstanding service to more than 100 operators on six continents. Environmental extremes vary from gravel runways in the Arctic to the high-altitude airports in South America and the rain-soaked runways of the tropics. 737 aircraft compiled more takeoffs and landings in this period than any other Boeing jet in a com- parable period. Despite this demanding schedule, reliability of the 737 has been the highest of any other Boeing jet. Structural and system design features contributing to this outstanding maintain: ability record are described in this section. )9339393399399939939939939339399399 Airframe Structure The 737-200 airframe was developed from exper: ence gained in over 20 years of designing and developing jet transport aircraft. In addition, the experience gained from structural integrity pro- grams on military jet aircraft—such as the B-47, B-52, and KC-135—is incorporated in the 737. Although the aircraft is designed to FAA require- ments, Boeing has applied more stringent criteria in many instances, Landing gear operating speed limits, pitching accelerations, nacelle load factors, ground gust requirements, jacking loads, landing gear design loads, cabin pressure requirements, and equipment installation load factors exceed FAA requirements. Advanced structural development programs are conducted concurrently with the development of Boeing jet aircraft. Extensive wind tunnel and flight test programs defined 737 load and structural rigidity requirements. Full-scale fail-safe testing of ‘the 737 design resulted in an improved pressurized cabin for additional passenger and flight safety. In addition, material and process developments allow use of efficient, high-strength materials such as titanium alloys, 270,000- to 300,000-pound-per- square-inch (18,980- to 21,090-kilogram-per-square- centimeter) heat-treated steel, and 7075-173 aluminum forgings. Extensive static and fatigue tests, supplemented by component tests, have ensured an efficient long: life structure. A full-scale static test and major component fatigue tests were made. These tests indicated that the 737-200 has a service life expec tancy of 75,000 flights, where the damaging effect of short-haul flights is given primary consideration. Service records of predecessors of the 737-200, combined with continuous test and development programs, provided valuable 737-200 design data. These design advantages help ensure 737-200 operation in the military environment with well qualified airframe integrity.The primary structure is aluminum alloy skin- stringer construction. High-strength steel and forged aluminum alloy parts are used at points of locally applied high loads and load concentrations. Structural bonding is added at joints in many areas to improve the fatigue life of the basic structure. Glass-reinforced plastic construction is used for secondary structure. Airframe details are designed and materials selected for long life, fail-safeness, corrosion prevention, and minimum weight, The wing is @ full-cantilever, two-spar box tapering in planform and depth. The box consists of Z- section stiffener reinforced upper and lower skins. The upper surface is constructed of 7178 alumi- ‘num alloy for high strength; 2024 is used on the lower surface for fatigue resistance. Stiffened 2024 webs are used for the front and rear spars. Built'up and hydropressed ribs transmit local loads into the wing box. The left and right wing boxes and the wing center section are sealed integral fuel tanks. Built-up trailing-edge structure supports flaps, ailer- ons, and spoilers. The leading-edge structure sup: ports high-lift flaps and slats. The engines are suspended directly below the wing by fittings that transmit loads into the wing box. The fuselage is a pressure-carrying shell of semi: monocoque construction using skins, stiffeners, and frames. Bulkhead rings are used at points where load redistribution is required or load con centrations occur. The wing center section is built integrally with the body. The vertical tail is attached by bolted fittings. The adjustable stabilizer extends through openings in the side of the body. It is sup: ported by a hinge attachment bulkhead aft of the rear spar and an actuator attached to the front spar. The cabin floor is supported by transverse beams at each frame except over the wing and wheel well where floor beams run fore and aft. To improve fail-safe and fatigue performance, waffle grid doublers are hot-bonded to the skin, throughout the pressure-carrying area. Computer analysis programs were used to determine the flow of load through the wing-body intersection region and around major cutouts in the fuselage. This provides for efficient distribution of structural material and reduction of fatigue-producing local stress concentrations. Empennage surfaces are of spar-rib design with re- movable leading edges and tips. Structural Fiberglas is used extensively to produce the best corrosion and sonic fatigue resistance. The stabilizer center section is a star-shaped arrangement of beams that, provides easy access, structural efficiency, and fail-safeness. The nose and main gears are of conventional two: wheel design high-strength-steel shock struts. PvVWIIIWIVIVIIIIIIVIJII9I II I3G 39393Systems The 737-200 systems are the refined product of Boeing’s more than 20 years’ experience in the de- sign and manufacture of military and commercial jet aircraft. These modern, well proven systems are key factors in achievement of the performance required in military operations: © Operation from unpaved airfields having mini- mum facilities a Short takeoff roll High, fast, economical cruise Slow, stable approach to short-field landing Simplicity of operation by a two-pilot crew Easy maintenance Dependability and long service life Double and triple systems backup for safety of flight and mission completion in all-weather operationsContr i The 737-200 is certified for a two-pilot crew by plea bri features the FAA within the U.S. and is also certified for © FAA-certified for two-pilot operation two-man operation by many non-US. regulatory @ Low pilot workload agencies, including the following: Improved instrument visibility © Increased pilot comfort Civil Aviation Authority = United Kingdom @ Low-profile control column Dept. of Transport ........... Canada © Category 1! capability Dept. of Transport & Power .... Ireland ‘@ Master caution system Dept. of Transport ........... South Africa © Self-monitoring systems Air Department. . . New Zealand @ Modular panels Luftfahrt Bundesamt. ». West Germany @ Improved space utilization Ministry of Transport ......... Japan Simplicity keynotes the control cabin arrangement. Doe Maton - pSingepore The aircraft is designed for a crew of two pilots. In- DepelofCWiliavistion ime aa ANGRY struments and controls are readily accessible to the Dept. of Chil Aviation... Colombia pilot and copilot. Extensive design toward work Dept. of Civil Aviation ev accentira simplification resulted in greatly reduced pilot workloads. Comparisons with other two-pilot air- planes show that the 737-200 has the lowest work load, even when operating in congested areas under instrument fight conditions.'»>3;:399399393939939393939939939999399 Crew Seats ‘A new crew seat was designed for the 737-200 to improve comfort level, reduce vibration, and pro. vide greater accessibility. The new seat reclines and is adjustable in vertical and horizontal directions. It features an additional adjustment for thigh pres. sure. Seat attachment to the floor is direct, elimi- nating use of seat tracks and attendant problems of seat play. Horizontal motion is accomplished by a parallelogram motion around fixed points. This arrangement minimizes vibration and effects of turbulence. Arm rests are adjustable and rotate be hind the seats for easy ingress and egress. Pilots’ seats are equipped with automatic, dual strap, inertia reels. A stowable observer's seat is installed forward of the cockpit door, and space is provided for an optional second observer's seat behind the pilot's seat. Control Column A low-profile control wheel and column are in- stalled in the 737-200. The control wheel permits full functional operation without visual obstruc- tion of instruments on the lower part of the instru: ment panel. In addition to housing thumb-operated switches for primary stabilizer trim, autopilot dis connect, and oxygen mask microphone or boom microphone, the 737-200 control wheel features @ chart holder, a checklist, and a digital counter, which may be used for such purposes as an altitude clearance reminder. Control Cabin Arrangement FWD OVERHEAD PANEL ai OUTLET. PILOT'S PANEL. FWD ELECTRONIC PANEL. AFT ELECTRONIC PANEL. PASS. OXYGEN SHUTOFF AFT OVERHEAD PANEL, ROPE STOWAGE MAP LIGHT CENTER PANEL, COPILOT'S PANEL EMERGENCY GEAR RELEASE Control Cabin Plan View FLIGHT KIT STOWAGE. RAIN REPELLENT. CIRCUIT BREAKER PANEL COAT STOWAGE. SPARE BULE STOWAGE BOOK STOWAGE PORTABLE OXYGEN BOTTLE PORTABLE OXYGEN MASK STOWAGE PORTABLE FIRE EXTINGUISHER PROVISIONS FOR 2ND. OBSERVER'S SEAT CIRCUIT BREAKER PANEL 1ST OBSERVER'S SEATInstrument Panel Instrument panels are so located that all controls required for flight are operable by either pilot. Ex tensive crew workload studies were made to obtain optimum grouping of controls and indicators. The arrangement of the pilot's and copilot’s basic flight instruments reduces pilot head/eye motion while still providing ample visibility. The arrange- ment of flight instruments for the pilot and copilot, panels are identical. An instrument comparator sys- tem warns of significant differences in signal inputs to pilots’ instruments for heading (HDG), pitch, roll, glide-slope (GS), and localizer (LOC). The approach progress display provides side-by-side Pilot's Panel mode annunciation for flight director and auto- pilot VOR/LOC, GS, and go-around for flight firector only. The TAT/EPR and hydraulic indi cators are located on the left side of the copilot panel. The center instrument panel contains engine instru- ments, fuel and gear position indicators, flap annun ciators, performance data computer annunciator, battery-powered standby horizon indicator, and anti-skid and auto-brake controls. The glare shield accommodates the fire warning lights, master caution system, flight director mode selectors, and autopilot mode selector. Center Panel Cores} sto ‘ow | = tuecrme man 8) 1sex @ B HOOOH} OOK! P_vIIIIIAIIIISD >2@ ) a ee ee ee Te Ee)»33939393393399923 ) »939939393399 Master Caution System Master caution lights and system identification annunciators are on both outboard ends of the glare shield. Both the master caution and annunciator lights illuminate whenever a caution condition is indicated on system modules outside the peripheral vision of the pilots. The master caution and annun: ciator lights may be reset to arm for other possible malfunctions; however, the individual system cau- tion lightremains on until the problem is corrected. Center Panel Fo Any time the pilot wishes to verity whether a mal- function still exists, the system annunciator light lens may be depressed. Depressing either system annunciator lens will illuminate all the system lights on both annunciators and both master caution lights, and, upon release, the malfunctioning system light will remain illuminated The ability to check operation of all master cau- tion lights and verify previous malfunctions stream- lines checklist procedures. This system capability saves time during takeoff and landing. Copilot’s Panel “JEPowerplant Features Pratt & Whitney JT8D wing: mounted engines Eye-level system accessibility from the ground re and overheat detection Left and right quick-engine-change assemblies essentially interchangeable High-performance thrust reversers © Improved constant-speed drive and longlife generators @ Short engine change time @ Aft body-mounted auxiliary power unit (APU) ‘operable in flight © Simplified fuel system The Pratt & Whitney JTED engine was first certified in 1963. Since then, it has been used as the sole powerplant on the Boeing 727 and 737, as well as ‘on competitor aircraft. The engine has evolved in performance capability to help the 727 and 737 remain leaders in their respective markets. The 737-200 described in this brochure is powered by two JT8D-17R engines flat rated at 16,400 pounds (7,439 kilograms) sea-level static takeoff thrust to 77°F (25°C). Automatic performance reserve (APR) provides an automatic thrust increase to 17,400 pounds (7,893 kilograms) on the oper- able engine in the unlikely event of engine failure during takeoff. This thrust increase is completely automatic; no pilot adjustment of thrust levers is required. Bypass air is ducted into the outer case of the engine, providing a_ relatively-low-temperature environment for the engine accessory section. Fan air is mixed with the hot turbine discharge gases forward of the thrust reverser. JT8D-17R Characte ‘Takeoff (Sea-Level Static Conditions) ‘Maximum Thrust” Alternate Thrust Flat Rating Bypass Ratio 17,400 Lb 7,893 Kg 16,400 Lb 7,439 Kg TIF 25°C 0.97 Maximum Cruise (Std Day, 30,000 Ft, M0.80) ‘Not Thrust Specific Fuel Consumption Weight ‘With APR activated 5140 Lb 2,382 Kg 0.832 Lb/Hr/Lb 3,416 Lb 1,849 Kg