The Boeing 737 Next Generation, commonly abbreviated as 737NG,[4] or 737 Next Gen,

is the -600/-700/-800/-900 series of the Boeing 737 airliner. It is the third

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

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

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

1 Design and development

1.1 Background
1.2 Interior
1.3 Production and testing
1.4 Further developments
1.5 Replacement and re-engining
2 Variants
2.1 737-600
2.2 737-700
2.2.1 737-700ER
2.3 737-800
2.3.1 737-800BCF
2.4 737-900
2.4.1 737-900ER
2.5 Military models
2.6 Boeing Business Jet
3 Operators
4 Orders and deliveries
5 Accidents and incidents
6 Specifications
7 See also
8 References
8.1 Notes
8.2 Bibliography
9 External links

Design and development

Background

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

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

The passenger cabin of a 737 Next Generation aircraft improved on the previous
interior of the Boeing 757-200 and the Boeing 737 Classic variants by incorporating
select features from the Boeing 777 such as larger, more rounded overhead bins and
curved ceiling panels. The interior of the 737 Next Generation also became the
standard interior on the Boeing 757-300 and subsequently became optional on the
757-200.

In 2010, the interiors of new 737 Next Generation aircraft would include an updated
interior design similar to that of the Boeing 787. Known as the Boeing Sky Interior
(BSI), it introduced new pivoting overhead bins (a first for a Boeing narrow-body
aircraft), new sidewalls, new passenger service units, and LED mood lighting.
Boeing's newer "Space Bins" can carry 50 percent more than the pivoting bins, thus
allowing a 737-800 to hold 174 carry-on bags.[10] Boeing also offered BSI retrofits
for older 737NG aircraft.[11]
Production and testing

The first NG to roll out was a -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 -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 occurring January 22, 1998; it was granted FAA
certification on August 18, 1998.[8][12]

Boeing increased 737 production from 31.5 to 35 per month in January 2012, to 38
per month in 2013, to 42 per month in 2014, and is planned to reach rates of 47 per
month in 2017 and 52 per month in 2018.[13][14][15]

The monthly production rate could reach 57 per month in 2019, even to the factory
limit of 63 later. A single airplane is produced in Boeing Renton Factory in 10
days, less than half what it was only a few years ago. 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. It rolls
out of the factory for test flights on Day 10.[16]
Further developments
Ryanair 737-800 taking off

In 2004, Boeing offered a Short Field Performance package in response to the needs
of Gol Transportes A�reos, who frequently operate 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.[17] Delta Air
Lines received the first Next-Gen 737 model with this brake package, a 737-700, at
the end of July 2008.[18]

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.[19][20]
The federal judge presiding the case sided with Boeing, and a subsequent court of
appeal also ruled in favour of the company.[21]

A 2010 documentary by Al Jazeera alleged that in three plane crashes involving 737
NGs � 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 subject of the 2005 lawsuit.[22] However, the
accident investigations in all three cases did not highlight any link between post-
impact structural failures and manufacturing issues.

As early 737NG aircraft become available on the market they are actively marketed
to be converted to cargo planes via the Boeing Converted Freighter design as the
operational economics are attractive due to the low operating costs and
availability of certified pilots on a robust airframe.[citation needed]
Replacement and re-engining
Main articles: Boeing Yellowstone Project and Boeing 737 MAX
S7 Airlines Boeing 737-800 cockpit

Since 2006, Boeing has discussed replacing the 737 with a "clean sheet" design
(internally named "Boeing Y1") that could follow the Boeing 787 Dreamliner.[23] A
decision on this replacement was postponed, and delayed into 2011.[24]

On July 20, 2011, Boeing announced plans for a new 737 version to be powered by the
CFM International LEAP-X engine, with American Airlines intending to order 100 of
these aircraft.[25] Internally, a minimum change version of the Leap-X is the
probable final configuration for the proposed re-engined 737, and is expected to
give a 10�12% improvement in fuel burn. Entry into service was planned for 2016 or
2017, with the new models probably being designated 737-7/-8/-9, being based on the
737-700/-800/-900ER respectively.[26]

On August 30, 2011, Boeing confirmed the launch of the 737 new engine variant,
called the 737 MAX.[27] Its new CFM International LEAP-1B engines are expected to
provide a 16% lower fuel burn than the current Airbus A320.[28][29] Boeing
delivered the first 737 MAX 8 to Malindo Air on May 16, 2017. The 737 MAX competes
with the Airbus A320neo family.
Variants
737-600
A SAS 737-600

The 737-600 was launched by SAS in March 1995 with the first aircraft delivered in
September 1998.[30] A total of 69 have been produced, the last aircraft was
delivered to WestJet in 2006.[2] Boeing displayed the 737-600 in its price list
until August 2012.[31] The 737-600 replaces the 737-500 and is similar to the
Airbus A318.

Winglets were not an option.[32] WestJet was to launch the -600 winglets, but
dropped them in 2006.