Boeing Next-Generation 737 2023-24

CHAPTER-1
INTRODUCTION
1.1 INTRODUCTION TO BOEING NEXT GENERATION 737

Figure 1.1.1 Boring Next Generation 373

The Boeing 737 Next Generation, commonly abbreviated as 737NG, or 737 Next Gen, is a twin
engine narrow-body aircraft produced by Boeing Commercial Airplanes. Launched in 1993 as
the third generation derivative of the Boeing 737, it has been produced since 1997. The 737NG is
an upgrade of the 737 Classic (−300/-400/-500) series. Compared to the 737 Classic, it has a
redesigned wing with a larger area, a wider wingspan, greater fuel capacity, and higher maximum
takeoff weights (MTOW) and longer range. The series includes four variants, the −600/-700/-
800/- 900, seating between 108 and 215 passengers. Th 737NG's primary competitions the
Airbus A320 family. The Boeing 737 has a rich history of revolutionizing the commercial
aviation industry. From its inception, the 737 has been synonymous with reliability, efficiency,
and innovation. The next generation 737 incorporates cutting-edge aerodynamic features,
optimizing fuel efficiency and enhancing overall performance. These advancements represent a
significant leap forward in

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aircraft design. Boeing's next generation 737 integrates state-of-the-art avionics and advanced
technological systems, setting new standards for safety, navigation, reduced emissions, fuel
efficiency, and passenger comfort. The next generation 737 is engineered for maximum fuel
efficiency and reduced environmental impact. This commitment to sustainability aligns with
Boeing's vision for a more eco-friendly aviation industry. The wing was redesigned with a new
thinner airfoil section, and a greater chord and increased wing span (by 16 ft [4.9 m]) increased
the wing area by 25%, which also increased total fuel capacity by 30%. New quieter and more
fuel-efficient CFM56-7B engines are used. Higher MTOWs are offered. The 737NG includes
redesigned vertical stabilizers, and winglets are available on most model. Civil Aviation
Administrators across 40 plus countries grounded Boeing 737 Max-8 planes between October
2018 and March 2019 because two Boeing 737 Max-8 airplanes had crashed, killing 346 people.
One more incident occurred on March 27, 2019, a Southwest Airlines Boeing 737 Max-8 made a
safe emergency landing in Orlando, Florida, after experiencing an engine problem. In all three
events, the flight crew members reported technical difficulties. Based on flight trajectory
tracking, airspeeds, and other technical evidence, analysts concluded that an issue with software
called Maneuvering Characteristics Augmentation System (MCAS) was responsible. MCAS is
an “anti- stalling system” meant to help pilots by automatically intervening when a plane flies at
a too steep angle. MCAS was introduced to compensate for the operational characteristics of the
flight after the newer and more fuel-efficient engines were installed in Boeing 737 Max-8 as they
had a much larger diameter and heavier weight than earlier ones. These new engines had to be
fixed higher and more forward on the wings, which changed the aircraft’s flight profile. The 737
Max-8 had been Boeing’s commercially most significant model and accounted for almost one-
third of operating profit. Between 1958 to March 2019, Boeing delivered 23,167 aircraft
across all families, of which more than ten thousand units were from the 737 families (see
Appendix 1). By 2019, the company had an order book over 5,000 units of 737 families worth
around $600 billion (Baccardax 2019). However, due to the failure of the new model, airlines
across the world grounded 300 Max-8 airplanes. Initially, eight countries out of the top ten
countries using 737 Max-8 planes only the United States and Japan did not halt 737 Max-8. The
grounding of the airplanes had a severe impact on Boeing’s financial position and reputation.
Consequently, the company’s share price dropped from $440.62 on March 1, 2019, to $375.41
on March 12 and further to $362.17 on March 22, 2019, on the New York Stock Exchange.2 By
March 12, 2019,

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the company’s market capitalization reduced by $40 billion compared to March 1, 2019; over
$26.6 billion were lost in two days, March 11 and 12, 2019 (Reddy 2019). The Boeing 737 Max-
8 failure also resulted in substantial financial losses to shareholders and airline companies.
Literature reports that Boeing had risked the entire firm at least four times in the past while
developing new aircraft designs (Collins J. 2001; Collins & Porras 1995; Redding & Yenne
1983; Mansfield 1966). The history and legacy of Boeing comprised technological vision,
innovation, courageous decisionmaking, rational risk-taking (D’Intino, Boyles, Neck, & Hall
2008). This case chronicles the conceptualization, development, and launch of Boeing 737 Max-
8 to analyse what went wrong. The Boeing 737 Next Generation, commonly abbreviated as
737NG, or 737 Next Gen, is a twin-engine narrow-body aircraft produced by Boeing
Commercial Airplanes. Launched in 1993 as the third generation derivative of the Boeing 737, it
has been produced since 1997. The 737NG is an upgrade of the 737 Classic (−300/-400/-500)
series. Compared to the 737 Classic, it has a redesigned wing with a larger area, a wider
wingspan, greater fuel capacity, and higher maximum takeoff weights (MTOW) and longer
range. It has CFM International CFM56- 7 series engines, a glass cockpit, and upgraded and
redesigned interior configurations. The series includes four variants, the −600/-700/-800/-900,
seating between 108 and 215 passengers. The 737NG's primary competition is the Airbus A320
family. As of February 2024, a total of 7,124 737NG aircraft had been ordered, of which 7,109
had been delivered, with remaining orders for two -800, and 13 -800A variants. The most-
ordered variant was the 737-800, with 4,991 commercial, 191 military, and 23 corporate, or a
total of 5,205 aircraft. Boeing stopped assembling commercial 737NGs in 2019 and made the
final deliveries in January 2020. The 737NG is superseded by the fourth generation 737 MAX,
introduced in 2017. When regular Boeing customer United Airlines bought the more
technologically advanced Airbus A320 with fly by wire controls, this prompted Boeing to update
the slower, shorter-range 737 Classic variants into the more efficient, longer New Generation
variants. In 1991, Boeing initiated development of an updated series of aircraft. After working
with potential customers, the 737 Next Generation (NG) program was announced on November
17, 1993. The first NG to roll out was a 737−700, on December 8, 1996. This aircraft, the
2,843rd 737 built, first flew on February 9, 1997, with pilots Mike Hewett and Ken Higgins. The
prototype 737−800 rolled out on June 30, 1997, and first flew on July 31, 1997, piloted by Jim
McRoberts and again by Hewett. The smallest of the new variants, the −600 series, is identical in
size to the −500, launching in December 1997 with an initial flight

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occurring January 22, 1998; it was granted FAA certification on August 18, 1998. The flight test
program used 10 aircraft: 3 -600s, 4 -700s, and 3 -800s. In 2004, Boeing offered a Short Field
Performance package in response to the needs of Gol Transportes Aéreos, which frequently
operates from restricted airports. The enhancements improve takeoff and landing performance.
The optional package is available for the 737NG models and standard equipment for the 737-
900ER. In July 2008, Boeing offered Messier-Bugatti-Dowty's new carbon brakes for the Next-
Gen 737s, which are intended to replace steel brakes and will reduce the weight of the brake
package by 550–700 pounds (250–320 kg) depending on whether standard or high-capacity steel
brakes were fitted. A weight reduction of 700 pounds (320 kg) on a 737-800 results in 0.5%
reduction in fuel burn. Delta Air Lines received the first Next-Gen 737 model with this brake
package, a 737-700, at the end of July 2008. The CFM56-7B Evolution nacelle began testing in
August 2009 to be used on the new 737 PIP (Performance Improvement Package) due to enter
service mid-2011. This new improvement is said to shave at least 1% off the overall drag and
have some weight benefits. Overall, it is claimed to have a 2% improvement on fuel burn on
longer stages. This short-field design package is an option on the 737-600, -700, and -800 and is
standard equipment for the new 737-900ER. These enhanced short runway versions could
increase pay or fuel loads when operating on runways under 5,000 feet (1,500 m). Landing
payloads were increased by up to 8,000 lb on the 737-800 and 737-900ER and up to 4,000 lb on
the 737-600 and 737-700. Takeoff payloads were increased by up to 2,000 lb on the 737-800 and
737-900ER and up to 400 lb on the 737-600 and 737-700. The package includes: A winglet lift
credit, achieved through additional winglet testing, that reduces the minimum landing-approach
speeds. Takeoff performance improvements such as the use of sealed leading-edge slats on
all takeoff flap positions, allowing the airplane to climb more rapidly on shorter runways. A
reduced idle thrust transition delay between approach and ground-idle speeds, which improves
stopping distances and increases field-length-limited landing weight Increased flight-spoiler
deflection from 30 degrees to 60 degrees, improving aerodynamic braking on landing. A two-
position tail skid at the rear of the aircraft to protect against inadvertent tail strikes during
landing, which allows higher aircraft approach attitudes and lower landing speeds. The first
enhanced version was delivered to Gol. Transportes Aereos (GOL) on July 31, 2006. At that
time, twelve customers had ordered the package for more than 250 airframes. Customers include:
GOL, Alaska Airlines, Air Europa, Air India, Egyptair, GE Commercial Aviation Services
(GECAS), Hapagfly, Japan Airlines, Pegasus

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Airlines, Ryanair, Sky Airlines and Turkish Airlines. In 2005, three ex-Boeing employees filed a
lawsuit on behalf of the U.S. government, claiming that dozens of 737NG contained defective
structural elements supplied by airframe manufacturer Ducommun, allegations denied by Boeing.
[14][15]
The federal judge presiding the case sided with Boeing, and a subsequent court of appeal
also ruled in favor of the company.[16] A 2010 documentary by Al Jazeera alleged that in three
crashes involving 737NGs—Turkish Airlines Flight 1951, American Airlines Flight 331, and
AIRES Flight 8250—the fuselage broke up following impact with the ground because of the
defective structural components that were the subject of the 2005 lawsuit. However, the accident
investigations in all three cases did not highlight any link between post-impact structural failures
and manufacturing issues. During an inspection of a 737NG in 2019 that had 35,000 flights,
fatigue cracks were found on a fuselage-to-wing attachment known as a "pickle fork", designed
to last a lifetime of 90,000 flights. Boeing reported the issue to the FAA at the end of September
2019, and more planes showed similar cracking after inspection.[18] The cracks were found in an
airliner with more than 33,500 flights, when it was stripped down for conversion to freighter.
Aircraft with more than 30,000 flights (15 years at 2,000 flights per year) should be inspected
within one week, while those with over 22,600 flights (11 years) should be inspected within
one year. The FAA Airworthiness Directive (AD) was issued on October 3, 2019. Of the 500
first inspected aircraft, 5% (25) had cracks and were grounded; Boeing expected to repair the
first aircraft three weeks after the issuance of the directive, serving as the template for the
resulting Service bulletin. Of the 810 examined aircraft over 30,000 cycles, 38 had structural
cracks (4.7%), leaving 1,911 737NGs over 22,600 cycles to be inspected within their next 1,000
cycles, i.e., nearly all of the US in-service fleet of 1,930. By early November, 1,200 aircraft were
inspected, with cracks on about 60 (5%). Cracks were discovered near fasteners outside the
original area in four airplanes. On November 5, Boeing recommended expanding the checks to
include them, to be mandated in a November 13 FAA AD. Aircraft below 30,000 cycles were to
be reinspected within 1,000 cycles, within 60 days above. About one-quarter of the global NG
fleet of 6,300 aircraft were to be inspected. Following the contained engine failure of the
Southwest Airlines Flight 1380 on April 17, 2018, the National Transportation Safety Board
(NTSB) recommended on November 19, 2019, to redesign and retrofit its nacelle for the 6,800
airplanes in service.

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CHAPTER-2
ENGINE USED

2.1 ENGINE USED IN BOEING NEXT- GENERATION 737

Figure 2.1.1 Engine View of Boeing Next- Generation 737

Engines on the 737 Next-Generation series (-600, -700, -800, -900) do not have circular inlets
like most aircraft but rather a planform on the lower side, which has been dictated largely by the
need to accommodate ever larger engine diameters. The improved, higher pressure ratio CFM56-
7 turbofan engine on the 737 Next Generation is 7% more fuel-efficient than the previous
CFM56- 3 on the 737 Classic with the same bypass ratio. The newest 737 variants, the 737 MAX
series, feature LEAP-1B engines from CFMI with a 69 inches (1.76 m) fan diameter. These
engines were expected to be 10-12% more efficient than the CFM56-7B engines on the 737 Next
Generation

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series. The CFM International CFM56 (U.S. military designation F108) series is a Franco-
American family of high-bypass turbofan aircraft engines made by CFM international (CFMI),
with a thrust range of 18,500 to 34,000 lbf (82 to 150 kN). CFMI is a 50–50 joint-owned
company of Safran Aircraft Engines (formerly known as Snecma) of France, and GE Aerospace
(GE) of the United States. GE produces the high-pressure compressor, combustor, and high-
pressure turbine, Safran manufactures the fan, gearbox, exhaust and the low-pressure turbine,
and some components are made by Avio of Italy and Honeywell from the US. Both companies
have their own final assembly line, GE in Evendale, Ohio, and Safran in Villaroche, France.

The engine initially had extremely slow sales but has gone on to become the most used
turbofan aircraft engine in the world. The CFM56 first ran in 1974. By April 1979, the joint
venture had not received a single order in five years and was two weeks away from being
dissolved. The program was saved when Delta Air Lines, United Airlines, and Flying Tigers
chose the CFM56 to re-engine their Douglas DC-8 aircraft as part of the Super 70 program.

The first engines entered service in 1982. The CFM56 would later be selected to re-engine
the Boeing 737. Boeing initially expected the program (later named the Boeing 737 Classic) to
only sell modestly, but the quieter and more fuel-efficient CFM56 led sales to take off. In 1987,
the rival IAE V2500 engine for the A320, which had beaten the CFM56 in early sales of the
A320, ran into technical trouble, leading many customers to switch to the CFM56. However, the
CFM56 was not without its own issues, several fan blade failure incidents were experienced
during early service, including one failure that was a cause of the Kegworth air disaster, and
some engine variants experienced problems caused by flight through rain and hail. Both of these
issues were resolved with engine modifications.
Research into the next generation of commercial jet engines, high-bypass ratio turbofans in the
"10-ton" (20,000 lbf; 89 kN) thrust class, began in the late 1960s. Snecma (now Safran), who had
mostly built military engines previously, was the first company to seek entrance into the market
by searching for a partner with commercial experience to design and build an engine in this class.
They considered Pratt & Whitney, Rolls-Royce, and GE Aviation as potential partners, and after
two company executives, Gerhard Neumann from GE and René Ravaud from Snecma,
introduced themselves at the 1971 Paris Air Show a decision was made. The two companies saw
mutual benefit in the collaboration and met several more times, fleshing out the basics of the
joint project.

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Figure 2.1.2 Rear view of a CFM56-5

2.2 COMBUSTOR
Most variants of the CFM56 feature a single-annular combustor. An annular combustor is a
continuous ring where fuel is injected into the airflow and ignited, raising the pressure and
temperature of the flow. This contrasts with a can combustor, where each combustion chamber is
separate, and a cannular combustor which is a hybrid of the two. Fuel injection is regulated by
a Hydromechanical Unit (HMU), built by Honeywell. The HMU regulates the amount of fuel
delivered to the engine by means of an electrohydraulic servo valve that, in turn, drives a fuel
metering valve, that provides information to the full authority digital engine controller (FADEC).

In 1989, CFMI began work on a new, double-annular combustor. Instead of having just one
combustion zone, the double-annular combustor has a second combustion zone that is used at
high thrust levels. This design lowers the emissions of both nitrogen oxides (NOx) and carbon
dioxide (CO2). The first CFM56 engine with the double-annular combustor entered service in

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1995, and the combustor is used on CFM56-5B and CFM56-7B variants with the suffix "/2" on
their nameplates. GE started developing and testing a new type of combustor called the Twin
Annular Premixing Swirler combustor, or "TAPS", during the Tech 56 program. This design is
similar to the double-annular combustor in that it has two combustion zones; this combustor
"swirls" the flow, creating an ideal fuel–air mixture. This difference allows the combustor to
generate much less NOx than other combustors. Tests on a CFM56-7B engine demonstrated an
improvement of 46% over single-annular combustors and 22% over double-annular combustors.
The analytical tools developed for TAPS have also been used to improve other combustors,
notably the single-annular combustors in some CFM56-5B and -7B engines.

Figure 2.2.1 Swirl fuel nozzles of a CFM56 annular combustor

2.3 COMPRESSOR
The high-pressure compressor (HPC), that was at the center of the original export controversy,
features nine stages in all variants of the CFM56. The compressor stages have been developed
from GE's "GE1/9 core" (namely a single-turbine, nine-compressor stage design) which was

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designed in a compact core rotor. The small span of the compressor radius meant that the entire
engine could be lighter and smaller, as the accessory units in the system (bearings, oiling
systems) could be merged to the main fueling system running on aviation fuel. As
design evolved HPC design improved through better airfoil design. As part of the Tech-56
improvement program CFMI has tested the new CFM-56 model with six-stage high-pressure
compressor stages (discs that make up the compressor system) that was designed to deliver same
pressure ratios (pressure gain 30) similar to the old nine-stages compressor design. The new one
was not fully replacing the old one, but it offered an upgrade in HPC, thanks to improved blade
dynamics, as a part of their "Tech Insertion" management plan from 2007

Figure 2.3.1 CFM56-3 showing 3 stages of LP compressor at left and 9 stages of HP compressor

2.4 EXHAUST
CFMI tested both a mixed and unmixed exhaust design at the beginning of development; most
variants of the engine have an unmixed exhaust nozzle. Only the high-power CFM56-5C,
designed for the Airbus A340, has a mixed-flow exhaust nozzle.

GE and Snecma also tested the effectiveness of chevrons on reducing jet noise. After examining
configurations in the wind tunnel, CFMI chose to flight-test chevrons built into the core exhaust
nozzle. The chevrons reduced jet noise by 1.3 perceived loudness decibels during takeoff
conditions, and are now offered as an option with the CFM56 for the Airbus A321.

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2.5 FAN AND BOOSTER

The CFM56 features a single-stage fan, and most variants have a three-stage booster on the low-
pressure shaft, with four stages in the -5B and -5C variants. ] The booster is also commonly called
the "low-pressure compressor" (LPC) as it is part of the low-pressure spool and continues the air
compression done by the inner part of the fan before it reaches the high-pressure compressor.

Figure 2.5.1 Fan and fan case of a CFM56-5

The original CFM56-2 variant featured 44 tip-shrouded fan blades, although the number of fan
blades was reduced in later variants as wide-chord blade technology developed, down to 22
blades in the CFM56-7 variant. The CFM56 fan features dovetailed fan blades which allows
them to be replaced without removing the entire engine, and GE/Snecma claim that the CFM56
was the first engine to have that capability. This attachment method is useful for circumstances
where only a few fan blades need to be repaired or replaced, such as following bird strikes. The
fan diameter varies with the different models of the CFM56, and that change has a direct impact
on the engine performance. For example, the low-pressure shaft rotates at the same speed for
both the CFM56- 2 and the CFM56-3 models; the fan diameter is smaller on the -3, which lowers
the tip speed of the fan blades. The lower speed allows the fan blades to operate more efficiently
(5.5% more in

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this case), which increases the overall fuel efficiency of the engine (improving specific fuel
consumption nearly 3%).

2.6 THRUST REVERSER

The CFM56 is designed to support several thrust reverser systems which help slow and stop the
aircraft after landing. The variants built for the Boeing 737, the CFM56-3 and the CFM56-7, use
a cascade type of thrust reverser. This type of thrust reverse consists of sleeves that slide back to
expose mesh-like cascades and blocker doors that block the bypass air flow. The blocked bypass
air is forced through the cascades, reducing the thrust of the engine and slowing the aircraft
down. The CFM56 also supports pivoting-door type thrust reversers. This type is used on the
CFM56-5 engines that power many Airbus aircraft such as the Airbus A320. They work by
actuating a door that pivots down into the bypass duct, both blocking the bypass air and
deflecting the flow outward, creating the reverse thrust.

Figure 2.6.1 Pivoting-door thrust reversers are installed on the CFM56-5. Noise-
reducing chevrons can also be seen at the engine's rear.

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2.7 TURBINE
All variants of the CFM56 feature a single-stage high-pressure turbine (HPT). In some variants,
the HPT blades are "grown" from a single crystal superalloy, giving them high strength
and creep resistance. The low-pressure turbine (LPT) features four stages in most variants of the
engine, but the CFM56-5C has a five-stage LPT. This change was implemented to drive the
larger fan on this variant. Improvements to the turbine section were examined during the Tech56
program, and one development was an aerodynamically optimized low-pressure turbine blade
design, which would have used 20% fewer blades for the whole low-pressure turbine, saving
weight. Some of those Tech56 improvements made their way into the Tech Insertion package,
where the turbine section was updated. The turbine section was updated again in the "Evolution"
upgrade. The high-pressure turbine stages in the CFM56 are internally cooled by air from the
high- pressure compressor. The air passes through internal channels in each blade and ejects at
the leading and trailing edges.

Figure 2.7.1 Cooling air tubes circle the iridescent turbine casing on a CFM56-7B26

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CHAPTER-3
FUEL EFFICIENCY AND ENVIRONMENTAL
SUSTAINABILITY
3.1 FUEL EFFICIENCY
The Boeing Next-Generation 737 also incorporates fuel-efficiency technologies and sustainable
practices. With reduced fuel consumption and lower emission, it demonstrates the aviation
industry’s commitments to environmental responsibility. The fuel economy in aircraft is the
measure of the transport energy efficiency of aircraft. Fuel efficiency is increased with
better aerodynamics and by reducing weight, and with improved engine brake-specific fuel
consumption and propulsive efficiency or thrust-specific fuel efficiency of an aircraft and the
fuel consumption. Endurance and range can be maximized with the optimum airspeed, and
economy is better at optimum altitudes, usually higher. An airline efficiency depends on its
fleet fuel burn, seating density, air cargo and passenger load factor, while operational
procedures like maintenance and routing can save fuel. Average fuel burn of new aircraft fell
45% from 1968 to 2014, a compounded annual reduction 1.3% with a variable reduction rate. In
2018, CO₂ emissions totalled 747 million tonnes for passenger transport, for 8.5 trillion revenue
passenger kilometres (RPK), giving an average of 88 grams CO₂ per RPK; this represents 28
g of fuel per kilometre, or a 3.5 L/100 km (67 mpg -US) fuel consumption per passenger, on
average. The worst- performing flights are short trips of from 500 to 1500 kilometres because the
fuel used for takeoff is relatively large compared to the amount expended in the cruise segment,
and because less fuel- efficient regional jets are typically used on shorter flights. New technology
can reduce engine fuel consumption, like higher pressure and bypass ratios, geared turbofans,
open rotors, hybrid electric or fully electric propulsion; and airframe efficiency with retrofits,
better materials and systems and advanced aerodynamics. Modern jet aircraft have twice the fuel
efficiency of the earliest jet airliners. Late 1950s piston airliners like the Lockheed L-1049
Super Constellation and DC-7 were 1% to 28% more energy-intensive than 1990s jet airliners
which cruise 40 to 80% faster. The early jet airliners were designed at a time when air crew labor
costs were higher relative to fuel costs. Despite the high fuel consumption, because fuel was
inexpensive in that era the higher speed resulted in favorable economical returns since crew costs
and amortization of capital investment in the aircraft could be spread over more seat-miles flown
per

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day. Productivity including speed went from around 150 ASK/MJ*km/h for the 1930s DC-3 to
550 for the L-1049 in the 1950s, and from 200 for the DH-106 Comet 3 to 900 for the 1990s
B737- 800.

Today's turboprop airliners have better fuel-efficiency than current jet airliners, in part because of
their propellers. In 2012, turboprop airliner usage was correlated with US regional carriers' fuel
efficiency. Jet airliners became 70% more fuel efficient between 1967 and 2007, 40% due to
improvements in engine efficiency and 30% from airframes. Efficiency gains were larger early in
the jet age than later, with a 55-67% gain from 1960 to 1980 and a 20-26% gain from 1980 to
2000. Average fuel burn of new aircraft fell 45% from 1968 to 2014, a compounded annual
reduction 1.3% with variable reduction rate.

Figure 3.1.1 Between 1950 and 2018, efficiency per passenger grew from 0.4 to 8.2 RPK per kg
of CO₂

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3.2 ENVIRONMENTAL SUSTAINABILITY

The boeing 737 is one of the most widely used aircraft in the world, and it has undeniable impact
on the environment. The article examines the environmental impact of the 737, looking at the
emission and noise levels of the aircraft. The 737 produces emissions of the nitrogen, carbon
dioxide, and other pollutants. These emissions are largely dependent on the engine used on the
aircraft, as well as the altitude and speed of the flight. The amount of emissions produced by the
737 is lower than many other commercial aircraft, but it still a significant source of air pollution.
The noise levels produced by the 737 are also a concern. The engine noise produced by the
aircraft is loud enough to be heard on the ground, and this can be a nuisance for those living near
airports. Several noise reduction technologies have been implemented on the 737, including
acoustic liners and noise dampening systems, which help to reduce the noise produced by the
aircraft. The 737 is also a significant consumer of fuel, which contributes to global warning. As
fuel prices continue to rise, airlines are increasingly looking for ways to reduced their fuel
consumption. The 737 has been designed with fuel efficiency in mind, and several efficiency-
enhancing measures are boeing implemented on the aircraft. With reduced fuel consumption and
lower emission, it demonstrates the aviation industry’s commitments to environmental
responsibility. These advancements not only benefit the environment but also contribute to cost
savings for airlines, making the aircraft a win-win solution for both the industry and the planet.

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CHAPTER-4

ADVANCED FLIGHT DECK AND INNOVATION

4.1 ADVANCED FLIGHT DECK

Figure 4.1 Advanced flight deck of Boeing 737

4.1.1 First to demonstrate flight deck technology advantages

No airplane has gained as much operational experience using technologies such as head-up
display (HUD), vertical situation display, Global Navigation Satellite System (GNSS) Landing
System (GLS) and Required Navigation Performance (RNP). These systems enhance safety, and
pilots can fly more stable and precise paths with little or no new ground infrastructure.

4.1.2 Familiar look and feel

All Boeing flight decks feature large-displacement flight controls. Controls are interlinked so that
both pilots are immediately aware of any control input — whether from the other pilot or from
the autopilot. Pilots always have full authority to fly the airplane and to make crucial flight
decisions.

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4.1.3 Required navigation performance (rnp) benefits

The Next-Generation 737 is the first airplane in its class certified to meet 0.10 nmi RNP.

4.1.4 Accommodates Challenging Approaches: Reduces track miles. More efficient operations
into airports restricted by terrain and airspace.

4.1.5 Enables Inclement Weather Operations: Reduces landing minima. Decreases

cancellation and diversion rates.

4.1.6 Saves Track Miles: Providing more direct routing. Saving time and fuel. Fuel savings
can be significant for high frequency operations.

4.2 INNOVATION

Figure 4.2.1 Improved performance from 2000 to 2015

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Figure 4.2.2 Improved comfort from 2000 to 2015

Figure 4.2.3 Improved performance from 2000 to 2015

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CHAPTER-5
PASSENGER EXPERIENCE AND CABIN DESIGN
5.1 PASSENGER EXPERIENCE
More fuel efficient than today’s Next-Generation 737, with a 40 percent smaller community
noise footprint. Design updates, including Boeing’s advanced technology winglet with natural
laminar flow technology, are unique to Boeing and significantly enhance the aerodynamic
efficiency of the 737. To meet this increasing demand, Boeing is designing and building more
advanced products. Airlines are investing in more fuel-efficient airplanes, opening routes and
improving service. And when aviation expands, it generates trade, tourism and further economic
growth. Boeing also understands that commercial aviation needs to grow sustainably. At Boeing,
75 percent of research and development funding supports greater environmental performance in
our products, services and operations. This investment helps meet aviation’s environmental goals
and its business needs. Simply put, using less fuel reduces greenhouse gas emissions and helps
customer profitability at a time when jet fuel can account for more than 40 percent of an airline’s
operating budget. Aviation has long been focused on efficiency, a trend that will continue.
Airplanes today – which are 70 percent more efficient than Jet Age models – are far more
efficient than most cars, trucks and many trains. The 787 Dreamliner uses 20 percent less fuel
than the airplane it replaces. Flying on the

Figure 5.1.1 passengers experience in Boeing next generation 737

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new 737 MAX will be comparable even to driving an electric car (see graphic). Boeing continues
to look for opportunities to improve sustainability through an airplane’s life cycle, from design
and production to flight operations and end-of-service recycling. That includes: Bringing to
market the world’s most fuel-efficient airplane family – 737 MAX, 747-8, 787 and 777X – and
services that improve gate-to-gate efficiency. A Design for Environment philosophy that sets
ambitious targets and embeds tools into the design process to improve Boeing airplanes’
environmental performance. » Working with many stakeholders to advance our industry’s
environmental progress, including commercialization of sustainable aviation biofuel. Investing in
programs, such as the eco-Demonstrator, that accelerate testing and use of new technologies. »
Aggressive goals to improve our facilities’ environmental performance.

5.2 CABIN DESIGN

Passenger comfort and convenience are paramount in the next generation 737. From spacious
cabin interiors to advanced entertainment options, the aircraft redefines the flying experience.

Figure 5.2.1 Boeing next generation 737 design highlights

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The aircraft features larger windows, increased headroom, and enhanced interior ambience to
create a more enjoyable flying experience. Additionally, the improved cabin design allows for
efficient boarding and disembarking, ensuring a smoother and more convenient travel experience
for passengers. Passengers appreciate more room for carry-on items in bigger overhead bins.
Optional features such as the latest in-flight entertainment systems, allows airlines to deliver
information, customized programming, and revenue-generating content to every seat. The
spacious, comfortable look and feel of the 737 Boeing Sky Interior is further enhanced by soft
LED lighting, thoughtfully balanced for leisure, work or rest. The Next-Generation 737 is the
first family of single-aisle jetliners designed concurrently using 100 percent 3D digital design
and manufacturing technology. Concurrent design ensured that all Next-Generation 737 models
enjoy maximum commonality and share the benefits of our ongoing technology and performance
improvement program. Passengers appreciate more room for carry-on items in bigger overhead
bins. Optional features such as the latest in-flight entertainment systems, allows airlines to
deliver information, customized programming, and revenue-generating content to every seat.
Engine technology improvements, blended winglets and carbon brakes are among the
enhancements that reduce maintenance and improve the environmental performance of today's
Next-Generation 737. With an eye to the future, Boeing is committed to sustaining the
technology leadership of the 737 family. Passenger comfort and convenience are paramount in
the next generation 737. From spacious cabin interiors to advanced entertainment options, the
aircraft redefines the flying experience. The aircraft features larger windows, increased
headroom, and enhanced interior ambience to create a more enjoyable flying experience.
Additionally, the improved cabin design allows for efficient boarding and disembarking,
ensuring a smoother and more convenient travel experience for passengers. Passengers
appreciate more room for carry-on items in bigger overhead bins. Optional features such as the
latest in-flight entertainment systems, allows airlines to deliver information, customized
programming, and revenue-generating content to every seat.

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CHAPTER-6

MARKET POSITIONING

6.1 MARKET POSITINING

Boeing's next generation 737 is strategically positioned to maintain the company's leadership in
the commercial aviation sector. Its unmatched capabilities and versatility will solidify Boeing's
market dominance.

6.2 PRODUCTION
Boeing was to increase 737 production from 31.5 units per month in September 2010 to 35 in
January 2012 and to 38 units per month in 2013. Production rate was 42 units per month in 2014,
and was planned to reach rates of 47 units per month in 2017 and 52 units per month in 2018.

Figure 6.2.1 The production rate of the Boeing Renton Factory

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In 2016, the monthly production rate was targeted to reach 57 units per month in 2019, even to
the factory limit of 63 units later. A single airplane was then produced in the Boeing Renton
Factory in
10 days, less than half what it was a few years before. The empty fuselage from Spirit
AeroSystems in Wichita, Kansas, enters the plant on Day 1. Electrical wiring is installed on Day
2 and hydraulic machinery on Day 3. On Day 4 the fuselage is crane-lifted and rotated 90
degrees, wings are mated to the airplane in a six-hour process, along with landing gear, and the
airplane is again rotated 90 degrees. The final assembly process begins on Day 6 with the
installation of airline seats, galleys, lavatories, overhead bins, etc. Engines are attached on Day 8
and it rolls out of the factory for test flights on Day 10. Boeing stopped assembling passenger
737NGs in 2019. The last aircraft assembled was a 737-800 registered PH-BCL delivered to
KLM in December 2019; the last two deliveries were to China Eastern Airlines on January 5,
2020. Production of the P-8 Poseidon variant continues. The FAA has proposed a fine of
approximately
$3.9 million for Boeing's alleged installation of the same faulty components of the 737 MAX on
some one hundred and thirty-three 737 NGs.

6.3 VARIENTS

6.3.1 Boeing 737-600

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Figure 6.3.1 The 737-600 is the shortest at 102 ft 6 in (31.24 m). SAS received the first in
September 1998.

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The 737-600 was launched by SAS in March 1995, with the first aircraft delivered in September
1998. A total of 69 have been produced, with the last aircraft delivered to WestJet in 2006.
Boeing displayed the 737-600 in its price list until August 2012. The 737-600 replaces the 737-
500 and is similar to the Airbus A318. Winglets were not an option. West Jet was to launch the -
600 with winglets, but dropped them in 2006.

6.3.2 Boeing 737-700

Figure 6.3.2 The 737-700 is 110 ft 4 in (33.63 m) long and has a single over wing exit
per side. Southwest Airlines took delivery of the first one in December 1997.

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, similar to
the Airbus A319. In long-range cruise, it burns 4,440 lb (2,010 kg) per hour at Mach 0.785 (450
kn; 834 km/h) and FL410, increasing to 4,620–4,752 lb (2,096–2,155 kg) at Mach 0.80 –
Mach 0.82 (459–
470 kn; 850–871 km/h). As of July 2018, all -700 series on order, 1,128 -700, 120 -700 BBJ, 20 -
700C, and 14 -700W aircraft, have been delivered. By June 2018, around one thousand were in
service: half of them with Southwest Airlines, followed by Westjet with 56 and United

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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.

6.3.3 Boeing 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 US gallons (40,530 L; 8,915 imp gal) of fuel with a 171,000-pound
(78,000 kg) MTOW, but with a cargo payload capacity significantly decreased from 966 to
165 cu ft (27.4 to 4.7 m3), trading payload for increased range of 5,775 nmi (10,695 km; 6,646
mi). 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. It is similar to the Airbus A319LR.

6.3.4 Boeing 737-800

The Boeing 737-800 is a stretched version of the 737-700. It replaced the 737-400 and competes
primarily with the Airbus A320. The 737-800 seats 162 passengers in a two-class layout or 189
passengers in a one-class layout. The 737−800 was launched on September 5, 1994. Launch
customer Hapag-Lloyd Flug (now TUI fly Deutschland) received the first one in April 1998.
Following Boeing's merger with McDonnell Douglas, the 737-800 also filled the gap left by
Boeing's decision to discontinue the McDonnell Douglas MD-80 and MD-90 aircraft. For many
airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets. The 737-800 burns 850
US gallons (3,200 L) of jet fuel per hour—about 80 percent of the fuel used by an MD-80 on a
comparable flight, while carrying more passengers. The Airline Monitor, an industry publication,
quotes a 737-800 fuel burn of 4.88 US gal (18.5 L) per seat per hour, compared to 5.13 US gal
(19.4 L) for the A320. In 2011, United Airlines— flying a Boeing 737-800 from Houston to
Chicago—operated the first U.S. commercial flight powered by a blend of algae-derived biofuel
and traditional jet fuel to reduce its carbon footprint. In early 2017, a new 737-800 was valued at
$48.3 million, falling to below $47 million by mid-2018. By 2025, a 17-year-old 737-800W will
be worth $9.5 million and leased for $140,000 per month. As of May 2019, Boeing had delivered

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4,979 737-800s, 116 737-800As, and 21 737-800 BBJ2s, and has twelve 737-800 unfilled orders.
The 737-800 is the best-selling variant of the 737NG and is the most widely used narrow-body
aircraft. Ryanair, an Irish low-cost airline, is among the largest operators of the Boeing 737-800,
with a fleet of over 400 of the -800 variant serving routes across Europe, Middle East, and North
Africa.

Figure 6.3.4 The 129-foot-6-inch-long (39.47 m) 737-800 has two over wing exits on each
side. Hapag-Lloyd received the first in April 1998.

6.3.5 Boeing 737-800BCF

In February 2016, Boeing launched a passenger-to-freighter conversion program, with converted
aircraft designated as 737-800BCF (for Boeing Converted Freighter). Boeing started the program
with orders for 55 conversions, with the first converted aircraft due for late 2017 delivery. The
first converted aircraft was delivered to West Atlantic in April 2018. At the 2018 Farnborough
Airshow, GECAS announced an agreement for 20 firm orders and 15 option orders for the 737-
800BCF, raising the commitment to 50 aircraft. Total orders and commitments include 80
aircraft to over half a dozen customers. Since early 737NG aircraft become available on the
market, they
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have been actively marketed to be converted to cargo planes via the Boeing Converted Freighter
design because the operational economics are attractive due to the low operating costs and
availability of certified pilots on a robust airframe. Modifications to the 737-800 airframe include
installing a large cargo door, a cargo handling system, and additional accommodations for non-
flying crew or passengers. The aircraft is designed to fly up to 1,995 nmi (3,695 km; 2,296 mi) at
a MTOW of 174,100 lb (79,000 kg).

Figure 6.3.5 The first 737-800BCF Boeing Converted Freighter was delivered to West Atlantic in
April 2018.

6.3.6 Boeing 737-800SF

In 2015, Boeing launched the 737-800SF passenger to freighter conversion program

with Aeronautical Engineers Inc (AEI). The conversion can be completed by AEI or third parties
such as HAECO. GECAS was the initial customer. It has a 52,800-pound (23,900 kg) payload
capacity, and a range of 2,000 nautical miles (3,700 km; 2,300 mi). It received its supplemental
type certificate from the FAA in early 2019. In March 2019, the first AEI converted aircraft was
delivered to Ethiopian Airlines on lease from GECAS. The Civil Aviation Administration of

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China cleared it in January 2020. Aircraft lessor Macquarie AirFinance ordered four 737-800SFs
in March 2021.

6.3.7 Boeing 737-900

Boeing later introduced the 737-900, an even longer variant stretched to 138 ft 2 in (42.11 m).
Because the −900 retains the same exit configuration of the -800, seating capacity is limited to
189, although aircraft equipped with a typical 2-class layout will seat approximately 177. The
737- 900 also retains the MTOW and fuel capacity of the −800, trading range for payload. Alaska
Airlines launched the 737-900 in 1997, the 737-900 made its first flight on August 3, 2000, and
Alaska Airlines accepted the delivery on May 15, 2001. The type proved unpopular, with only 52
delivered, before being replaced by the improved 737-900ER.

Figure 6.3.7 Stretched to 138 ft 2 in (42.11 m) and keeping the double overwing exits, the
first 737-900 was delivered to Alaska Airlines on May 15, 2001.

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6.3.8 Boeing 737-900ER

The 737-900ER (Extended Range), which was called the 737-900X before launch, was the final
and largest variant of the Boeing 737 NG line. It was introduced to fill the range and passenger
capacity gap in Boeing's product offerings after the 757-200 was discontinued, address the
shortcomings of the 737-900, and to directly compete with the Airbus A321.Up to two auxiliary
fuel tanks in the cargo hold and standard winglets improved the range of the stretched jet to that
of other 737NG variants, while an additional pair of exit doors and a flat rear pressure
bulkhead increased maximum seating capacity to 220 passengers. Airlines may deactivate (plug)
the additional exit doors if the total configured capacity of the plane is 189 passengers or less.
The first 737-900ER was rolled out of the Renton, Washington, factory on August 8, 2006, for its
launch customer, Lion Air, an Indonesian low-cost airline. The airline received this aircraft on
April 27, 2007, in a special dual paint scheme combining Lion Air's logo on the vertical stabilizer
and Boeing's livery colors on the fuselage. A total of 505 -900ERs were delivered.

Figure 6.3.8 The 737-900ER features an extra door aft of the wing, Lion Air received the first
one on April 27, 2007.

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6.3.9 Military models

Boeing 737 AEW&C: The Boeing 737 AEW&C is a 737-700IGW roughly similar to the 737-
700ER. This is an airborne early warning and control (AEW&C) version of the 737NG.
Australia was the first customer (as Project Wedgetail), followed by Turkey, South Korea, the
United Kingdom, and the United States.

C-40 Clipper: The C-40A Clipper is a 737-700C used by the U.S. Navy as a replacement for the
C- 9B Skytrain II. The C-40B and C-40C are based on the BBJ (see below) and used by the U.S.
Air Force for transport of generals and other senior leaders.

P-8 Poseidon: The P-8 is a 737-800ERX ("Extended Range") that was selected by the US Navy
on June 14, 2004, to replace the Lockheed P-3 Orion maritime patrol aircraft. The P-8 is unique
in that it has 767-400ER-style raked wingtips instead of the blended winglets available on
737NG variants. The P-8 is designated 737-800A by Boeing.

Figure 6.3.9 Airborne early warning and control with a Boeing 737 AEW&C

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CHAPTER-7

GLOBAL IMPACT

7.1 GLOBAL IMPACT

The next generation 737 is poised to make a significant impact on the global aviation market. As
a result, the aviation industry has responded positively to this demand by incorporating the next-
gen 737 into their fleets. This widespread the adoption showcases the aircraft’s reputation for its
unparalleled combination of efficiency, performance, and sustainability will shape the future of
air travel. Global reach and presence are critical components of Boeing’s marketing strategy. As
a multinational corporation with a diverse portfolio of products and services, Boeing operates in
more than 150 countries around the world. This widespread presence allows the company to tap
into various markets, better understand local customer needs, and tailor its offerings to meet
unique regional requirements. By having a strong global footprint, Boeing can effectively serve
its customers, respond quickly to changing market dynamics, and capitalize on growth
opportunities in emerging regions. One way Boeing achieves its global reach and presence is
through strategic partnerships and collaborations. The company has formed numerous alliances
with local businesses, governments, and organizations to strengthen its position in international
markets. For instance, Boeing has partnered with India’s Tata Advanced Systems Limited to
produce Apache helicopter fuselages and with Brazil’s Embraer to develop a new line of
commercial jets. These partnerships not only help Boeing access new markets but also enable it
to leverage local expertise and resources to enhance its offerings. Moreover, Boeing has
established a vast network of supply chain partners and distributors worldwide, ensuring timely
delivery of parts and services to its global customer base. Another means by which Boeing
maintains its global presence is through its extensive sales and marketing efforts. The company
has dedicated teams focused on specific regions and markets, allowing it to tailor its
messaging and outreach to local cultures and languages. Boeing regularly participates in
major trade shows and exhibitions worldwide, showcasing its latest products and technologies to
potential customers and reinforcing its brand visibility.

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Furthermore, the company invests heavily in digital marketing initiatives, enabling it to connect
with customers and stakeholders across the globe. From social media campaigns to targeted
advertising, Boeing leverages modern communication channels to promote its brand, products,
and services to a worldwide audience.

Figure 7.1.1 Global partners of Boeing next generation 737

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CHAPTER-8

FUTURE PROSPECTS AND CONCLUSION

8.1 FUTURE PROSPECTS

The future of aviation is intrinsically linked to the evolution of the next generation 737. As
Boeing continues to push the boundaries of aerospace technology, the 737 series will remain at
the forefront of industry innovation.

8.2 CONCLUSION

• The next generation 737 embodies Boeing's unwavering commitment to excellence,

innovation, and sustainability.

• The next-generation 737 has left an enduring legacy in the aviation industry.

• Its advanced aerodynamics, fuel efficiency enhancements, and technological upgrades ,

the aircraft is poised to shape the future of commercial aviation and redefine the flying
experience.

• Through successful case studies, they have witnessed how airliners have reaped the
benefits of this aircraft, experiencing improved performance and customer satisfaction.

• The next-generation 737 continues to shape the future of aviation excellence.

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