737 700 max cruise speed

Simple Flying

How fast does a boeing 737 fly.

There is a degree of variation between the family's different models.

The Boeing 737 is one of the most widely-produced aircraft ever, with over 11,500 examples being delivered to date. With Boeing's data showing that it still has a backlog of more than 4,000 units to work through, the 737 will remain a mainstay of modern commercial aviation for many years to come. But how fast is it?

Older variants

Of course, one of the reasons that Boeing has produced so many 737 family aircraft is that the series has featured many variants over the years, dating back to the original 737-100. This model first flew back in April 1967 and entered service with Lufthansa the following February, almost 56 years ago.

Regarding speed, the 737 Original and the 737 Classic series share the same figures. These sub-families comprised the 737-100 and 737-200 and the 737-300, 737-400, and 737-500 models, respectively, and are listed as having a typical cruising speed of Mach 0.745. This is equivalent to a rate of 430 knots or 796 km/h.

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Naturally, these aircraft are designed to withstand traveling at higher speeds than these listed cruise rates. Indeed, they have a reported MMO (Maximum Mach Number) of Mach 0.82, which equates to 473 knots or 867 km/h. However, many newer 737 models have since been built, so how does their cruise speed compare?

Newer aircraft are generally faster

The Boeing 737NG (which contains the -600, -700, and -800 variants) and 737 MAX families are categorized separately in terms of their listed cruising speed. As it happens, they are faster, perhaps reflecting today's more time-sensitive industry or, more likely, the impact of technological advances over the years.

Specifically, aircraft from these newer series from the Boeing 737 family are listed as having a cruise speed of Mach 0.785. With this figure equating to 453 knots or 838 km/h, the time savings that such jets could make on longer routes compared to their older counterparts are not inconsiderable by any means.

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Of these newer families, the 737 MAX remains something of an unfinished product. After all, while the MAX 8 and MAX 9 variants are in relatively widespread commercial service, the short-fuselage MAX 7 and the stretched-fuselage MAX 10 models are yet to operate any revenue-earning flights. Simple Flying recently took a closer look at their certification efforts, which you can read here .

Groundspeed can be much higher

Under certain atmospheric conditions, it is possible for aircraft to register higher ground speeds (relative to the earth's surface). This is despite their airspeed (relative to the air through which they are flying) remaining consistent. For example, the Washington Post reported in February 2019 that a 737 flying from Chicago to New York had exceeded a ground speed of 700 mph thanks to a strong jet stream.

The website Ground Speed Records has compiled details of the fastest ground speed that has been recorded for each variant of the Boeing 737 family. These range from 620 knots (1,148 km/h) for the veteran 737-200 model right up to a whopping 692 knots (1,282 km/h) for the 737NG's 737-600 variant.

Sources: Boeing , Ground Speed Records , Washington Post

Your guide to flying the Boeing 737 family

The Boeing 737 some people say the best short-haul aircraft ever made. The Boeing 737 is an amazing short-haul to medium-haul aircraft which can fly almost any route an airline can throw at it within its means.

In this topic, I am going to dive into the specifics of flying the Boeing 737 from the 700 variant to the 900 which are all present in Infinite Flight.

Boeing 737-700

The smallest of the family present in Infinite Flight but the most versatile. The -700 is an aircraft that can suit almost all your needs.

Aircraft Range: 6,370 kilometres or 3,300 nautical miles

Fuel Capacity 37,830 kg or 15:13 hours of flight time

Max Thrust Produced 100% power 20,600 pounds of thrust

Operating Ceiling 41,000 feet or 12.5 kilometres

Cruising Speed Mach 0.78 or 590 mph

Max Takeoff Weight 70,080 kg

Max Landing Weight 58,604 kg

Max Seating Capacity 126 in a 2 class layout or 149 in a 1 class layout.

Taxi Performance

The Boeing 737-700 is a great taxi it does not randomly speed up and is a great and responsive plane.

To start of no more than 30% N1 should be used to get moving.

Typical taxi speed is around 15-20-25 Ground speed, not Airspeed!

Make sure you taxi at a reasonable speed and not at 34 GS otherwise if you want to turn you won’t have time to slow down and pull a tight turn.

That leads us into the next part turns. For a turn of 90 degrees no more than 10 knots GS must be used to turn otherwise the 1 wing will dip into the ground.

If you are using a high-speed exit at a runway you may go quicker but slow down once you reach a 90-degree turn or if you near any terminals or other players.

Takeoff performance

NOTE: These metrics were taken on Solo mode with the following.

No winds 0 knots Maximum Visibility

10% Load Factor: 5’ or 1’ Flaps, 5% Trim and 70% Power - Rotation Speed: 110 Knots

20% Load Factor: 5 Flaps, 7% Trim and 75% Power - Rotation Speed: 120 Knots

30% Load Factor: 5’ Flaps, 7% Trim and 75% Power - Rotation Speed: 130 Knots

40% Load Factor: 10’ Flaps, 7% Trim and 80% Power - Rotation Speed: 130 Knots

50% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 140 Knots

60% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 150 Knots

70% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 150 Knots

80% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 160 Knots

90% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 160 Knots

100% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 170 Knots

Climb Performance

Most times you will climb at a normal V/S of 2200 up until 10,000 Feet.

Once at 10,000 Feet reduce that to 1800V/S and increase speed up to 293

Passing through 28,000 feet lower the V/S to 1000V/S until cruising altitude

The speed will now show Mach 0.78 which is perfectly normal as that is the cruising speed of a Boeing 737-700 aircraft

With an aircraft around this weight, it is advisable to climb to an ALT of around 32,000 to 36,000 Feet to ensure a safe flight.

NOTE: This is with a capacity of 70% for a capacity of 71% and above here is the following

Climb at 2000 V/S until 10,000 feet once passing through 10,000 feet lower that to 1600V/S

Passing through 10,000 feet speed up to 293 knots

At 28,000 Feet the speed will show Mach 0.78 which is the cruising speed of a 737-700

Passing through 28,000 Feet decrease that again to 800 V/S.

NOTE: With an aircraft, this heavy it is recommended to climb to around 30,000 to 32,000 feet to ensure you maintain a safe speed and do not stall out at higher altitudes where the air is thinner.

Cruise Performance

During the cruise the plane will act normally if treated and managed well here is what you should monitor.

Monitor Winds make sure it is not so severe if it is then climb to an altitude higher or lower try around 2,000 feet lower or higher if those don’t work then find the appropriate altitude.

Monitor Speed this is also with winds but if the speed is too high you can Overspeed and get a violation which no one wants.

In general make sure the plane is stable, safe and at cruising speed.

Approach Performance

With 20.1 Infinite Flight introduced VNAV a vertical navigation system that handles the descent through a series of waypoints that have altitudes assigned to them.

That saves up this whole section.

BUT Ensure you monitor speed! VNAV does not handle speed and if you go too fast you will descend too quick, miss waypoints or even get a violation. So do not leave your device whilst using VNAV to descend.

Landing Performance

You have now reached 3,000 feet and are on finals into an airport how do you know what speeds to land your plane at? Well, here they are!

10% Load Factor: 25’ Flaps, 5% Trim - Final approach speed 120 knots.

20% Load Factor: 25’ Flaps, 7% Trim - Final approach speed 120 knots.

30% Load Factor: 40’ Flaps, 7% Trim - Final approach speed 125 knots.

40% Load Factor: 40’ Flaps, 7% Trim - Final approach speed 130 knots

50% Load Factor: 40’ Flaps, 7% Trim - Final approach speed 140 knots

As you can see I am not including 51% and above landing speeds as it is not advisable to land at that weight. Also, it heads into MLW which you want to be at least 20% away from to ensure a stable and safe landing

That is all for the Boeing 737-700!

Boeing 737-800

If you are flying the majority of short-haul routes you will be using this iconic aircraft this aircraft is recognizable everywhere! It is used in America all the way to the middle of Africa. Why? It is a versatile and great performer in its class. Simple

Here are the specifications of the Boeing 737-800

Aircraft Range: 5,665 kilometres or 3,060 nautical miles

Fuel Capacity 20,896 kg or 8:24 hours of flight time

Max Thrust Produced 100% power 29,000 pounds of thrust

Max Takeoff Weight 79,002 kg

Max Landing Weight 66,349 kg

Max Seating Capacity 189 in a 1 class configuration

The Boeing 737-800 is a great taxi it does not randomly speed up and is a great and responsive plane.

As you can see these are the same as the -700 variant as there is not much difference.

10% Load Factor: 5’ Flaps, 5% Trim and 70% Power - Rotation Speed: 120 Knots

20% Load Factor: 5 Flaps, 7% Trim and 75% Power - Rotation Speed: 125 Knots

30% Load Factor: 5’ Flaps, 7% Trim and 80% Power - Rotation Speed: 130 Knots

40% Load Factor: 10’ Flaps, 7% Trim and 80% Power - Rotation Speed: 135 Knots

70% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 160 Knots

80% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 165 Knots

90% Load Factor: 15’ Flaps, 7% Trim and 90% Power - Rotation Speed: 170 Knots

100% Load Factor: 15’ Flaps, 7% Trim and 95% Power - Rotation Speed: 175 Knots

The speed will now show Mach 0.78 which is perfectly normal as that is the cruising speed of a Boeing 737-800 aircraft

At 28,000 Feet the speed will show Mach 0.78 which is the cruising speed of a 737-800

20% Load Factor: 25’ Flaps, 7% Trim - Final approach speed 125 knots.

That is all for the Boeing 737-800

Boeing 737-900

The final of the Boeing 737 aircraft in Infinite Flight we have the longest of them all the Boeing 737-900.

This aircraft can hold the most passengers and cargo of all the 737’s

The Boeing 737-900 is used on high capacity short-haul routes. You can still see some of them operating with Turkish Airlines and United Airlines

Here are the specifications of the Boeing 737-900

Aircraft Range: 5,900 kilometres or 3,205 nautical miles

Max Thrust Produced 100% power 27,000 pounds of thrust

Max Seating Capacity 201 in a 1 class configuration and 220 in a 2 class configuration

The Boeing 737-900 is a great taxi it does not randomly speed up and is a great and responsive plane.

To start with no more than 30% N1 should be used to get moving.

As you can see these are the same as the -800 variant as there is not much difference.

20% Load Factor: 5 Flaps, 7% Trim and 75% Power - Rotation Speed: 130 Knots

50% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 145 Knots

70% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 165 Knots

80% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 170 Knots

90% Load Factor: 15’ Flaps, 7% Trim and 90% Power - Rotation Speed: 175 Knots

The speed will now show Mach 0.78 which is perfectly normal as that is the cruising speed of a Boeing 737-900 aircraft

At 28,000 Feet the speed will show Mach 0.78 which is the cruising speed of a 737-900

The fuel flow of the Boeing 737 family is as follows

According to USAtoday

A 737 burns around 5,000 pounds per hour

Here is the Fuel Burn for each aircraft.

Boeing 737-700 = 2,468 kg’s Boeing 737-800 = 2,468 kg’s Boeing 737-900 = 2,468 kg’s

NOTE: Those metrics were taken from Infinite Flight so they won’t be different when you load into IF and fly.

General Notes

• The 737 is not slippery from my experience it is an amazing aircraft to fly
• It performs well and responds quickly
• Handles turbulence well
• NOT a butter aircraft! Do not expect butters all day long from the 737 family as they are not designed for that
• Lastly the 737 Family is powerful they have great engines for their class and can accelerate quickly

That is all for the Boeing 737-900 and the 737NG Family

Well, that leaves us here. I have done my best to show you the ways of the Boeing 737 family, I hope that you found this useful and informative.

You may see some of the information is repetitive but the reason for that is that the information barely to doesn’t change for the aircraft so I cannot make a whole section on it if there is nothing to say.

If you want to find out more about the Boeing 737NG family please head to these helpful links

• Boeing’s official website

Also! Infinite Flight has amazing videos for you to hone in your flying skills here are some of the basics.

Navigating Infinite Flight

Flight Planning

Pushback and Taxi tutorial

Takeoff Tutorial

Climb to Cruise

VNAV Tutorial

APPR Landing Tutorial

Have an amazing day, afternoon or evening!

Thread made by @Average_Gamer Your guide to flying the Boeing 737 family

Wow. Just wow

This is amazing!

Thank you so much!

Really good tutorial. Great Work !

Thank you it means alot to me ;)

I don’t know I was abit shocked but luckily an amazing moderator or staff member restored it

Amazing topic Ruan! Extremely detailed, love it! Thanks!

Thank you so much Hussain!

This all looks amazing! But wouldn’t you use flaps 1 for the 700 below 60 percent weight on an average length runway?

Not from what I got but I will add it in

It’s just that my dad flew for southwest and he always told me that like 60 percent or even 70 you would use flaps 1 on an 9000 foot runway

Thank you for that information!

No problem!

These are some pretty unusual flap settings in my opinion. Flap 5 is usually used for departures on a normal runway and Flaps 30 is usually used for landings. But other than that this is an awesome thread!

Thank you for that like I said I got this of the internet and that usually isn’t the best place that is why we have the community to point out that information

Thanks for the tip

Fun fact - Lufthansa used to fly their 737-700s from Frankfurt to Pune

this is a nice guide very helpful

Wow! That is amazing! Thank you for the kind words

youre welcome :D

Related Topics

Boeing 737-700 vs. Boeing 737 MAX 8

Boeing 737 Guide and Specs: The Baby of the Family

Table of Contents

If you’ve been on a short-haul flight, there’s a good chance it’s been in a Boeing 737. The B737 is one of the most successful aircraft in commercial aviation history and has ferried billions of passengers in its lifetime. From 1987 to 2019, the B737 was the highest-selling jetliner in history and still holds the record for the longest production run of any jetliner. 

However, the aircraft’s long and rich history has been marred by controversy, and some passengers even refuse to fly on one anymore. I’d have my reservations about being at the controls of one in 2019. But, what would stop aviators and passengers from trusting the second-highest selling airliner in the world? And why did it fall from grace? 

This guide will cover everything you need to know about the Boeing 737 from inception to production and beyond. Fasten your seatbelts; we’re going to experience some turbulence.  

The B737 Program 

In 1964, Boeing announced that it was planning to expand its line-up of commercial jetliners. Boeing already had a capable and popular B727 Trijet , its short-medium haul jetliner. However, the B727 was only economically viable on shorter routes if it was occupied completely. Boeing wanted an aircraft that could fly short and thin routes (routes not more than 800 nm with fewer passengers). According to the research conducted by Boeing, the new aircraft would carry a maximum of 60 passengers for a distance of 1,000 nm (1,600 km). 

In May of the same year, Boeing started the B737 program and hit the drawing board. Initially, the B737 looked much like its bigger brother, the B727. It had a T-tail design and had dual engines fitted to the aft fuselage. Mounting the engines on the fuselage meant that the structure had to be more rigid, which limited the width of the cabin. 

Chief engineer Joe Sutter moved the engines to the underside of the wings. This design change lightened the load on the fuselage, which allowed it to be wider and accommodate six seats per row. The engines were attached to the wings without the use of pylons. Sutter did this for two reasons.

The use of pylons would have reduced the aerodynamic efficiency of the wing because the gap between the nacelle and wing would disturb the airflow over the underside of the wing, creating excess form drag. Finally, without pylons, the aircraft to be closer to the ground, improving access for maintenance and ground crews. 

The relocation of the engines to the wings meant that a T-tail design was no longer needed. The T-tail design makes the aircraft susceptible to deep stalls at high angles of attack, and the use of a conventional tail eliminated this hazard, increasing the overall safety of the B737.

B737 Original

In February of 1965, the Boeing 737 project was formally launched, and Boeing set aside $150 million ($1.41 billion in today’s money) for the development of the aircraft. Lufthansa made the first order for the B737 and ordered 21 aircraft for $67 million (630 million today). Boeing planned to have the aircraft flying in two years to keep up with the competition.

To save time and money,  the systems, fuselage, and basic design of the wings of the B727 were used to complete the rest of the aircraft. This means the B737 isn’t a clean sheet build like it was supposed to be. The B737 shares more than 50 percent of its flight systems and structure with the B727, with modifications made to accommodate the underwing engines and conventional tail of the B737.

During its development, Boeing increased the seating capacity of the B737 from 60 to 100 after Lufthansa requested the change as the increased seating capacity better suited their needs. On February 10th, 1968, Lufthansa launched the Boeing 737-100 to the world. However, only 30 of the original variant was ever produced. 

The variant that catapulted the B737 to success is the B737-200. This variant was developed alongside the B737-100 after United Airlines put in an order for 50 B737s shortly after Lufthansa made its order. The airline wanted the aircraft to carry more passengers, so Boeing added an extra 6 ft (2 m) by inserting two plugs, one before the wings and another after.

The longer fuselage allowed the increased occupancy of the original B737 by 30 seats in a single class configuration. This model would become a favorite of the airlines and went on to sell a total of 1,114 units, including the military T-34A variants. During its 21-year production run, Boeing would develop the B737-200 further and produce two more commercial variants and a military variant. 

B737 Classic

Boeing knew it had a winner in the B737 after the sales performance of the B737-200 and began development on the next generation of the aircraft in 1979. This series would be produced from 1981 to 2000 and sold a total of 1,988 units. The Classic series is comprised of the B737-300 and B737-400, which replaced the B737-100 and B737-200, respectively. 

Air travel started to become a viable form of transportation for the masses, and airlines were ferrying more passengers than ever, so Boeing increased the sizes of the B737-300 and B737-400 to match. However, there was a demand for an aircraft that had the same proportions as the B737-200. In response, Boeing produced the B737-500, which is the smallest variant in the series. 

The Classic series is powered exclusively by CFM International CFM56-3 high-bypass ratio engines. The use of high-bypass engines increased the range, performance, and fuel economy. The B737s CFM56-3 engines were derated and produced 20,000 lbf (88.9 kN), a marked improvement over the older Pratt and Whitney JT8D-15A engines. 

B737 Next Generation

The B737 never had a true competitor after Boeing and McDonnell Douglas merged until the Airbus A320 arrived. The European manufacturer’s aircraft was technologically superior to the B737 Classic in every possible way and was stealing away market share. Boeing had to act before it was too late. 

The result was the B737 Next Generation (NG), the third iteration of the B737. Though Boeing started on the back foot, the certification process for the NG line was less than a year because the base aircraft was essentially the same. Boeing made sure to innovate enough to keep the B737 ahead of the competition and continued to offer performance enhancement packs throughout the production run. 

The NG series was the first to receive upgraded wings that had a larger area and wingspan. The increased lift capabilities of the new wings meant that Boeing could make the fuselages of the NG line larger without sacrificing performance. CFM International also provided the NG line with a more powerful and fuel-efficient CFM56-7B24 which produced 24,200 lbf (107.0 kN). The engines made the B737-800 more economical per seat than the competing A320.

Boeing also redid the interiors of the B737 with the NG line, both in the cabin and the cockpit. The cockpits now featured digital avionics, while the cabin was upgraded with mood lightning, better lavatories, and an overall increase in space thanks to what Boeing calls Sculpted Sidewalls.

The Classic B737-300, B737-400, and B737-500 were replaced by the Next Generation B737-700, B737-800, and B737-600, respectively. Boeing also added a new variant to the Next Generation line, the B737-900, which was a longer version of the B737-800. 

The B737-700 sold 1,164 units, while the B737-800 sold 5,182. In contrast, the B737-600 sold only 69 units and was dropped from production in 2006. The newer B737-900 was also considered a failure after it sold only 52 units until Boeing relaunched an extended range version with a higher seating capacity and bigger fuel tanks. The ER version would go on to sell 505 units. 

B737 MAX and Fall from Grace

The Boeing 737 MAX series were a response to the Airbus A320neo models. The MAX line was announced in August 2011, and the first variant of the line, the MAX 8, entered into service in 2017. The new B737 line had five models, the MAX 7, MAX8, MAX 200, MAX 9, and MAX 10. 

The B737 crashes and scandal boil down to a flawed corporate culture and the mindset of putting profits before safety and engineering. The source of the problems that plagued the company is rooted in the merger between Boeing and McDonnell Douglas. However, we’ll stick to the actual issues of the aircraft itself. 

Before the Airbus A320neo was announced, Boeing planned a redesign for the B737 MAX line instead of another B737 re-engine because the underlying aircraft was outdated. The base aircraft was designed in 1964, and more than half of it was based on the older B727. However, The A320neo hit the market nine months before the Boeing 737 MAX 8 did, and Boeing was scrambling to meet their timeline to prevent losing ground to Airbus. 

So instead of changing the design of the B737 like the engineers wanted, Boeing decided to re-engine the aircraft with CFM International LEAP 1B-28B1 engines. However, these engines were much larger and heavier than any previous engine fitted to the airframe. Therefore, Boeing had to move the engines further forward, which changed the center of gravity and aerodynamic center of lift on the aircraft. 

To make the MAX 8 respond and fly like the B737-800 it was replacing, Boeing engineers created MCAS (Maneuvering Characteristics Augmentation System) to run in the background. The system had one function: to pitch the nose of the B737 MAX down when it was approaching a stall.

Before flight tests started, MCAS could only pitch the aircraft down by 0.6 degrees at a time. But the scope was increased after flight tests showed that the stall characteristics of the aircraft were more severe than anticipated. The final iteration of MCAS could pitch the aircraft down 2.5 degrees at a time, nearly five times the amount it was certified for. In addition, MCAS could not be disengaged permanently and would reset every time it was disengaged by control inputs. So after a few applications of 2.5-degree downward pitch, the aircraft will be at its maximum nose down pitch.

MCAS was never supposed to have so much control; failure of the system was classified as a major failure instead of a hazardous failure. A system that is classified as a major failure requires only a single sensor instead of dual sensors. The excessive level of control and the lack of an additional sensor are the main reasons the MCAS turned out to be deadly. 

To speed up the certification process and have the aircraft share the same type rating, Boeing downplayed both the importance and the level of control MCAS had on the aircraft. Boeing also hide its existence from pilots to prevent the need for additional training , which would make the MAX aircraft less desirable to airlines. 

When the aircraft was launched, pilots and airlines were told no simulator training was necessary to move from a B737NG to a B737 MAX. After its recertification, Boeing stated that pilots would require as much as five hours of training for the aircraft, which is exactly what it tried to avoid. 

The result of Boeing cutting corners and a combination of lack of regulatory oversight resulted in two fatal crashes that claimed the lives of 346 people. The B737 was also grounded for over a year, during which public distrust grew for the aircraft and the manufacturer. 

Boeing’s reputation became irreparable after executives were found guilty of fraud and intentionally misleading the FAA. The company lost billions due to settlements, mass cancellations of orders for the B737 MAX, and the loss of potential sales. 

Today the B737 MAX program is still underway, and the B737 MAX 8 has once again taken to the skies, and orders have picked up again. But the legacy of the B737 family has been forever tainted by corporate greed and poor decisions. 

Specifications

The table below shows the specifications for the most popular variant from its respective generation to show the evolution of the B737 from its launch to the present day. 

Boeing 737 Orders and Deliveries

The table below outlines the orders and deliveries by type.*

*The values in the table above are accurate as of June 2022. 

Boeing 737 Price

The prices discussed below are the “sticker price,” which is the value that Boeing quotes the aircraft at. However, customers seldom pay the entire amount and receive discounts based on the size of the order and the relationship they share with Boeing. On certain occasions, the actual sale price can be up to 50 percent lower than the sticker price. 

There are currently eight models of the B737 in the price section of the Boeing page. The prices quoted below are average prices because the configuration and options available can drastically increase the price from the base cost.

Used Boeing 737s are still desirable thanks to their ruggedness and aftermarket support for newer equipment that can be retrofitted to the aircraft. You can find well-used Boeing 737-200 models that still have life left in them decades later. 

Boeing 737 Variants

The Boeing 737 has been in production since 1967 and is the longest-running model that Boeing has in its lineup. In the last 55 years, Boeing has released 13 main variants of the B737, which are divided into four generations. 

The current generation of the B737 is called the B737 Max and hit the skies in 2011. There are four generations of the B737. The first generation was launched in 1968; it’s referred to as the original generation. The second generation, or classic, was released in 1984. The Next Generation (NG) models are the third iteration of the aircraft and were released in 1997.

Boeing 737-100

The first and original B737. There were only 30 united ever produced as airlines quickly gravitated towards the longer and higher capacity B737-200.

Boeing 737-200

On the 5th of April, the Boeing B737-200 was released. This model would go on to be the most popular of the original generation and sold 1,114 units. It was created after United Airlines placed an order for the B737 but found the B737-100 too short. Boeing stretched the fuselage by adding two plugs, one in front of the wing and another behind, which brought the total length to 100 ft 2 in (30.53 m), up 6ft from the B737-100’s 94 ft 2 in (28.70 m).

Boeing 737-300

The B737-300 first version of the B737 Classic line and is the first to be powered by a high-bypass turbofan engine. Boeing struck a deal with CFM International to have the Classic series aircraft be powered exclusively by the CFM56-3 engine. The aircraft was marketed as a direct replacement for the B737-100. However, the fuselage was stretched by 9ft to increase passenger capacity. This variant was the most popular version of the Classic line selling 1,113 units. 

Boeing 737-400

The B737-400 is the longest variant in the Classic line, measuring 10 ft (3.05 m) longer than the B737-300. Boeing designed it to be a successor to the B737-200, but it only sold 486 units, a far cry from the numbers put up by the B737-200. The lack of sales was attributed to the model being too large for most airlines at the time. 

Boeing never made a cargo version of the B737-400. However, there exists a modified variant of the aircraft called the Special Freighter, which is a converted version of the aircraft. The program is operated by Aeronautical Engineers Inc. (AEI) and is still going strong today. The company added a main cargo door on the left side of the fuselage and modified the main deck to a class E cargo deck. The resulting aircraft can carry 10 AAA full-height containers, each weighing 8,000 lbs (3,628 kg), and a smaller AEP pallet. 

Boeing 737-500

The B737-500 is the shortest variant of the Classic line and became the true successor to the B737-200. Boeing created the aircraft due to demand from airlines for a model than had the same dimensions as the B737-200, as the newer B737-300 was not as economically on long and thin routes. The aircraft has the most range than the other two variants in the classic line because it maintained the same sized fuel tanks even though the frame was made smaller and the MTOW was reduced. 

Boeing 737-600

Also known as the forgotten variant, the B737-600 was touted as the replacement for the B737-500 but never caught on as times changed, and air travel became more prominent. It was launched in 1995, and Boeing stopped production in 2006; during its 11-year production run, only 69 units were ever produced. 

Boeing 737-700

The B737-700 was launched in November 1993 and is the first of the Next-Generation line to hit the skies. It replaced the B737-300 and saw similar success selling 1,164 units (across all variants) during its production run. Boeing also produced a convertible variant, a military variant, and 13 years after its launch, an extended range variant. 

Boeing 737-800

The Boeing 737-800 is the most successful variant of the Next Generation Line and the entire B737 family. The aircraft competed with the Airbus A320. and was the successor to the B737-400. The B737-800 was launched in 1994 and ended production in January 2020 during which Boeing sold 5,182 units. 

The aircraft is highly valued on the used market because of the Boeing Converted Freighter (BCF) program the manufacturer launched in 2016. The program is similar to the B737-400SF program and adds a cargo door on the fuselage, a cargo loading system, and modifies the main deck to create a cargo compartment. 

Boeing partnered with Aeronautical Engineers Incorporated (AEI) to launch a conversion program similar to the BCF but aircraft converted through that program are referred to as B737-800 Special Freighters (SF). This program was certified in 2019 and delivered its first aircraft in the same year. 

Boeing 737-900

This variant of the B737 never caught on in its base form because of poor design choices on Boeing’s part. The aircraft was just under 9 ft (3 m) longer than the B737-800 but had the same seating capacity as its smaller brother because the number of exits remained the same. In addition, the fuel capacity wasn’t increased, so it had a lower range than the B737-800. 

The model sold only 52 units from 1997 to 2006. In 2006, Boeing released the 900 Extended Range, this variant had two additional fuel tanks and two more emergency exits, which allowed the seating capacity to increase to a maximum of 220 passengers. The fixes worked, and the aircraft was now seen as a viable rival to the A321. It sold 505 units during its 13-year production run. 

Boeing 737 MAX 7

The Boeing 737 MAX 7 is the replacement for the B737-700. The aircraft is based on the B737 MAX 8 and uses the same landing gear and wing but has a shorter fuselage to suit the needs of airlines looking to replace the B737-700. 

The aircraft was supposed to enter service in January 2019, but after the grounding and following scandal of the MAX 8, the MAX 7 has yet to receive its certification, putting its estimated delivery date for sometime in 2023,

Boeing 737 MAX 8

The first variant of the MAX line, the B737 MAX 8, replaces the B737-800. The aircraft first flew in 2016 and was introduced into service in 2017. Two years after its introduction, the aircraft suffered two fatal accidents due to a known design flaw and was grounded worldwide. In December 2021, over 180 countries cleared the aircraft to fly once again. 

Boeing 737 MAX 200

This is a high-density variant of the MAX 8, which carries 200 passengers in a single-seat configuration. 

Boeing 737 MAX 9

A replacement for the B737-900ER and a direct competitor to the Airbus A321neo. The aircraft was introduced into service in 2018. It has an MTOW of 194,700 lbs (88,315 kg), a maximum seat capacity of 220, and a range of 3,550 nm (6,575 km). 

Boeing 737 MAX 10

The MAX 10 is the largest variant of the B737 and competes with the A321XLR, but according to the specifications, doesn’t perform as well as its competitor. However, it does carry roughly the same number of passengers. 

The MAX 10 was supposed to enter into service in 2020, but delays to the program have made the future of the aircraft unclear as the variant is yet to be certified, and the process has been problematic. Boeing needs to get the aircraft certified by the end of 2022 to circumvent a new law that requires an EICAS to be fitted to all aircraft.

Boeing has stated that it might not be able to meet the deadline and is currently lobbying the FAA for an exemption from the law. If it is unable to get one, additional training will be required for the MAX 10, which will increase costs for airlines and, as a result, reduce the aircraft’s viability. 

Boeing 737 Accidents and Incidents

Boeing has sold over 15,000 units and produced over 11,000 B737s. The family has also been actively flying for 54 years and, during this time, has flown hundreds of millions of flight hours – the NG family alone has flown more than 200 million flight hours. 

Statistically, the Boeing 737 is one of the safest aircraft to fly on. However, there are 519 accidents and incidents involving the aircraft family, and out of these, 231 are categorized as hull-loss occurrences. Hull-loss accidents are when an aircraft is damaged to the point where it cannot be repaired and is totaled. Fatalities are the norm in these sorts of accidents. 

In total, there have been a total of 5,826 lives lost as a result of Boeing 737 operations; this includes collisions with other aircraft and lives lost by third parties on the ground as a result of crashes the accidents. 

Boeing 737 MAX MCAS Accidents

There were two crashes that occurred due to the B737’s MCAS system, a total of 347 lives were lost. The particulars of the accidents are as follows: 

• October 29th, 2018 ; Lion Air JT610; Variant: B737 MAX 8

Registration: PK-LQP Location: 8 nm (15 km) North of Tanjung Bungin, Indonesia

Cause: System Failure Phase: En route Fatalities vs. Occupants: 189/189 .

• March 10th, 2019 ; Ethiopian Airlines ET302; Variant: B737 MAX 8

Registration: ET-AVJ Location: 27 nm (50 km) South East of Addis Ababa-Bole Airport (ADD), Kenya

Cause: System Failure Phase: En route Fatalities vs. Occupants: 157/157 .

Boeing 737 Competitors

Airbus a320 family.

The Airbus A320 was tailor-made by Airbus to chip away at the monopoly. The aircraft was announced in March 1984 and was launched in April 1988. It took the A320 family 31 years to do it, but in 2019 it succeeded by overtaking the B737 as the highest sold single-aisle family in the world, selling a total of 16,622 aircraft. 

The A320 family has produced four main models: A318, A319, A320, and A321. The latter three models compete with the MAX 7, 8, and 9, respectively. The A321XLR competes with the B737 MAX 10. 

McDonnell Douglas DC-9

The McDonnell Douglas DC-9 is a passenger jetliner with a T-tail configuration and two rear-mounted turbofan engines. The largest variant of the DC-9, the series 50, carries a maximum of 135 passengers. The DC-9 series was the main competitor of the B737 Original and Classic series aircraft. It was produced from 1965 to 1982 and sold 976 units during this time. 

McDonnell Douglas MD-90

The MD-90 was the third generation of the DC-9. It was produced from 1993 to 2003, during which it sold 116 units. It competed with the Boeing 737 NG until the merger between McDonnell Douglas and Boeing in 1997. The biggest change to the aircraft over the previous iteration was the use of high bypass engines that made the aircraft quieter, more fuel-efficient, and cost-effective. 

The MD-90 would later be succeeded by the MD-95, which was renamed and marketed as the Boeing 717 . 

Frequently Asked Questions (FAQ):

Question: how many b737 have been sold.

Answer: As of July 2022, there have been a total of 15,293 orders across all variants of the B737 family. 

Question: What is MCAS, and what does it do?

Answer: MCAS, or Maneuvering Characteristics Augmentation System, was introduced into the Boeing 737 MAX family to emulate the flight characteristics of the previous generation of B737. The MCAS system receives angle of attack information from a single sensor on the fuselage and, when activated, would push the nose of the aircraft down by 2.5 degrees at a time. It would run in the background and could not be shut off permanently.

Question: Why did the FAA certify the B737 MAX 8?

Answer: The FAA had essentially given Boeing the ability to certify its own aircraft after the manufacturer pressured the regulatory body to speed up the process to meet deadlines. In addition, the FAA defended its decision to do so by stating that this practice has been going on for decades and that it’s faster and cheaper this way.  The FAA claims that they oversee the process. However, the body only sees what a manufacturer puts in its report and nothing more. This is how Boeing was able to hide the issues that plagued the aircraft.

Recommended Reads:

• Avionics Explained: Which Is Best For Your Aircraft?
• 15 Most Important Events in Air History Of All Time
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• Boeing 747 Guide and Specs
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Aircargopedia –  AEI B737-400SF (11 pallet) freighter conversion . (n.d.). Retrieved August 11, 2022, from http://www.aircargopedia.com/B737-400SF-11PalletAEI.htm

Boeing 737 MAX 8 . (n.d.). Transport Canada. Retrieved August 10, 2022, from https://tc.canada.ca/en/corporate-services/transparency/briefing-documents-transport-canada/20191120/boeing-737-max-8

Boeing 737 MAX 8 crash . (2021, April 14). Beasley Allen. https://www.beasleyallen.com/aviation-accidents/boeing-737-max-8-crashes/

Boeing: About boeing commercial airplanes . (n.d.). Retrieved August 7, 2022, from https://www.boeing.com/company/about-bca/

Boeing begins 737-7 flight test program . (n.d.). Aviation Week Network. Retrieved August 11, 2022, from http://aviationweek.com/new-civil-aircraft/boeing-begins-737-7-flight-test-program

Boeing: Historical snapshot: 737 commercial transport . (n.d.). Retrieved August 11, 2022, from https://www.boeing.com/history/products/737-classic.page

Brady, C. (n.d.). Boeing 737 detailed technical data . The Boeing 737 Technical Site. Retrieved August 5, 2022, from http://www.b737.org.uk/techspecsdetailed.htm

Brady, C. (2020). The Boeing 737 technical guide .

Dornseif, D. (2017). Boeing 737: The world’s jetliner . Schiffer Publishing.

Gates, D. (2019, March 17). Business . The Seattle Times. https://www.seattletimes.com/business/boeing-aerospace/failed-certification-faa-missed-safety-issues-in-the-737-max-system-implicated-in-the-lion-air-crash/

GECAS delivers AEI’s first-ever 737-800 converted freighter to Ethiopian . (n.d.). GE News. Retrieved August 11, 2022, from https://www.ge.com/news/press-releases/gecas-delivers-aeis-first-ever-737-800-converted-freighter-ethiopian

Olason, M. L., & Norton, D. A. (1966). Aerodynamic design philosophy of the Boeing 737. Journal of Aircraft , 3 (6), 524–528. https://doi.org/10.2514/3.43771

Palt, K. (n.d.). Boeing 737-200 – Specifications . Technical Data / Description. Retrieved August 2, 2022, from http://www.flugzeuginfo.net/acdata_php/acdata_7372_en.php

Ranter, H. (n.d.). Aviation Safety Network > ASN Aviation Safety Database > Aircraft type index > Boeing 737 . Retrieved August 8, 2022, from https://aviation-safety.net/database/types/Boeing-737-series/index

Sharpe, M., & Shaw, R. (2001). Boeing 737-100 and 200 . Zenith Press.

Simons, G. M. (2021). Boeing 737: The world’s most controversial commercial jetliner . Air World.

Taddonio, P. (2021, September 14). Two boeing 737 max crashes, and a “fatal flaw.” FRONTLINE | PBS. https://www.pbs.org/wgbh/frontline/article/video-clip-boeing-737-max-crashes-fatal-design-flaw-documentary/

Topham, G. (2021, November 11). Boeing admits full responsibility for 737 Max plane crash in Ethiopia. The Guardian . https://www.theguardian.com/business/2021/nov/11/boeing-full-responsibility-737-max-plane-crash-ethiopia-compensation

TRANSPORT NEWS: BOEING PLANS JET; short‐haul models studied —appeal set in rate case. (1964, July 17). The New York Times . http://www.nytimes.com/1964/07/17/transport-news-boeing-plans-jet.html

Trimble, S. (2017a, April 7). ANALYSIS: Half-century milestone marks 737’s enduring appeal. Flight Global . https://www.flightglobal.com/analysis/analysis-half-century-milestone-marks-737s-enduring-appeal/123565.article

Trimble, S. (2017b, April 7). ANALYSIS: Half-century milestone marks 737’s enduring appeal. Flight Global . https://www.flightglobal.com/analysis/analysis-half-century-milestone-marks-737s-enduring-appeal/123565.article

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Boeing 737-700 Vs 737-800: A Detailed Comparison

If you’re looking to fly on a Boeing 737 anytime soon and are wondering about the differences between the 737-700 vs. the 737-800, you’ve come to the right place. These aircraft may look quite similar from the outside, but under the surface, there are several key differences that are worth understanding.

If you are short on time, the quick answer is that the 737-800 is a bit larger than the 737-700, can carry more passengers and cargo, and has a longer range . However, both aircraft share many similarities as members of Boeing’s very successful 737 Next Generation family.

In this comprehensive, 3000+ word guide, we will compare the 737-700 and 737-800 across various metrics like seating capacity, range, dimensions, engines, performance specifications, common routes they fly, overall passenger experience, and more.

Read on to become an expert on how these workhorse narrowbody Boeing jets differ!

Seating Capacity

Number of passengers.

When it comes to the number of passengers, the Boeing 737-700 and 737-800 have some differences. The 737-700 typically seats around 126 passengers in a two-class configuration, with 12 first class seats and 114 economy class seats.

On the other hand, the 737-800 has a higher seating capacity, accommodating around 162 passengers in a two-class layout. This includes 16 first class seats and 146 economy class seats. It’s important to note that these numbers can vary depending on the specific airline’s configuration and seat arrangement.

Cabin Layout and Comfort

Both the Boeing 737-700 and 737-800 offer a comfortable cabin layout for passengers. The 737-700 provides a spacious and cozy environment with ample legroom and comfortable seating. Passengers can expect a pleasant flying experience, whether they are seated in the first class or economy class section.

The 737-800, on the other hand, offers an even more spacious cabin with enhanced comfort features. With a larger seating capacity, there is more room for passengers to stretch their legs and move around.

The cabin design of the 737-800 is optimized to provide a pleasant and relaxing atmosphere for passengers during their flight.

Both aircraft models are designed with passenger comfort in mind, featuring modern amenities such as advanced climate control systems, mood lighting, and noise-reducing technology. These features contribute to a more enjoyable and comfortable flying experience for passengers on both the Boeing 737-700 and 737-800.

For more information, you can visit the official Boeing website at https://www.boeing.com/commercial/737ng/

Dimensions and Layout

The Boeing 737-700 and 737-800 differ in length. The 737-700 has a length of approximately 110 feet 4 inches (33.6 meters), while the 737-800 is slightly longer, measuring around 129 feet 6 inches (39.5 meters).

This additional length in the 737-800 allows for more seating capacity and cargo space, making it a popular choice for airlines with higher passenger demand.

When it comes to wingspan, the 737-700 and 737-800 have similar measurements. The wingspan of both aircraft is approximately 117 feet 7 inches (35.8 meters). This wingspan provides the necessary lift and stability for the aircraft during flight, ensuring a safe and comfortable journey for passengers.

Tail Height

The tail height of an aircraft plays a crucial role in maintaining stability during flight. The 737-700 has a tail height of approximately 41 feet 3 inches (12.6 meters), while the 737-800 has a slightly taller tail, measuring around 41 feet 2 inches (12.6 meters).

Although the difference in tail height is minimal, it can have an impact on the overall aerodynamics and handling characteristics of the aircraft.

Fuselage Width

The width of the fuselage determines the seating arrangement and comfort level for passengers. Both the 737-700 and 737-800 have a common fuselage width of approximately 12 feet 4 inches (3.76 meters).

This width allows for efficient seating configurations, giving passengers ample legroom and comfort during their journey.

For more detailed information on the dimensions and layout of the Boeing 737-700 and 737-800, you can visit the official Boeing website at https://www.boeing.com/commercial/737ng/ .

Performance and Specifications

Cruise speed.

The Boeing 737-700 and 737-800 are both known for their impressive cruise speeds. The 737-700 has a maximum cruise speed of approximately 530 knots (610 mph), while the 737-800 can reach speeds of around 530 knots (610 mph) as well.

These speeds allow for efficient and timely travel, ensuring that passengers reach their destinations in a timely manner.

Maximum Range

When it comes to long-haul flights, the maximum range of an aircraft is crucial. The Boeing 737-700 has a maximum range of approximately 3,340 nautical miles, making it suitable for medium-haul flights.

On the other hand, the 737-800 has a slightly longer range, with a maximum range of around 3,825 nautical miles. This makes the 737-800 better suited for longer flights, making it a preferred choice for airlines operating on international routes.

Takeoff Field Length

The takeoff field length is an important consideration for airlines as it determines the type of airports the aircraft can operate from. The Boeing 737-700 requires a takeoff field length of around 7,500 feet, while the 737-800 needs approximately 8,300 feet.

This means that the 737-800 requires slightly more runway length for takeoff, which may limit its operations at certain airports with shorter runways.

Maximum Takeoff Weight

The maximum takeoff weight (MTOW) of an aircraft is another critical factor to consider. The 737-700 has a maximum takeoff weight of approximately 154,500 pounds, while the 737-800 has a higher MTOW of around 174,200 pounds.

This higher MTOW allows the 737-800 to carry more passengers, cargo, or fuel, making it a more versatile option for airlines.

Fuel Capacity

When it comes to fuel efficiency, the 737-700 and 737-800 are quite similar. The 737-700 has a fuel capacity of approximately 6,875 US gallons, while the 737-800 can hold around 7,837 US gallons of fuel.

Both aircraft are designed to be fuel-efficient, helping airlines reduce operating costs and minimize their environmental impact.

Engines and Fuel Efficiency

Both the Boeing 737-700 and 737-800 are equipped with advanced engines that are known for their fuel efficiency. The 737-700 typically uses CFM56-7 engines, while the 737-800 is often powered by either CFM56-7B or CFM56-7BE engines.

These engines provide excellent fuel economy, helping airlines to save on fuel expenses and reduce carbon emissions.

For more detailed technical specifications and information about the Boeing 737-700 and 737-800, you can visit Boeing’s official website .

Flight Deck and Avionics

The flight deck and avionics of an aircraft play a crucial role in ensuring the safety and efficiency of a flight. When comparing the Boeing 737-700 and 737-800, there are some notable differences in terms of their flight deck and avionics systems.

Flight Deck Layout

The flight deck layout of both the Boeing 737-700 and 737-800 is designed to provide pilots with a user-friendly and intuitive interface. However, there are some differences in the arrangement of certain controls and displays.

The Boeing 737-800 features a glass cockpit, which means that it utilizes electronic displays for flight information instead of traditional analog gauges. This allows for better visibility and easier interpretation of data.

On the other hand, the Boeing 737-700 may still have some analog gauges in its flight deck, although it may also have some digital displays.

Avionics Systems

Both the Boeing 737-700 and 737-800 are equipped with advanced avionics systems that enhance the aircraft’s performance and safety. These systems include navigation, communication, and surveillance equipment.

One of the key differences between the two aircraft is the presence of the Boeing Sky Interior in the 737-800. This interior design incorporates enhanced lighting, larger overhead bins, and sculpted sidewalls, providing a more spacious and comfortable environment for passengers.

Common Routes

Both the Boeing 737-700 and 737-800 are widely used by airlines around the world, and they serve many common routes. These aircraft are part of the Boeing 737 Next Generation (NG) family, which is known for its efficiency and versatility.

Domestic Flights

The Boeing 737-700 and 737-800 are particularly popular for domestic flights within countries. They are often used for short to medium-haul routes, connecting major cities and regional destinations. For example, in the United States, airlines such as Southwest and Alaska Airlines operate these aircraft on popular routes like Los Angeles to Las Vegas or Chicago to New York.

International Flights

While the Boeing 737-700 and 737-800 are primarily used for domestic flights, they are also deployed on some international routes. These aircraft are capable of flying longer distances, making them suitable for regional flights between neighboring countries or to popular vacation destinations.

Airlines like Ryanair in Europe and Gol in South America are known to operate these aircraft on various international routes.

High-Traffic Routes

Due to their popularity and versatility, the Boeing 737-700 and 737-800 are often deployed on high-traffic routes with significant passenger demand. These routes typically connect major hubs and serve a large number of passengers daily.

Examples of such routes include New York to Miami, London to Paris, or Tokyo to Seoul. The reliability and efficiency of these aircraft make them ideal for handling the high volume of passengers.

For more information about specific routes and airlines operating the Boeing 737-700 and 737-800, you can visit FlightStats or FlightAware . These websites provide real-time flight data and can give you insights into the routes these aircraft operate on.

Passenger Experience

When it comes to the passenger experience, both the Boeing 737-700 and the 737-800 offer a comfortable and enjoyable journey. Let’s take a closer look at some key factors that contribute to the overall passenger experience on these aircraft.

Cabin Air Quality and Pressurization

The cabin air quality and pressurization systems play a crucial role in ensuring a pleasant and healthy environment for passengers during the flight. Both the Boeing 737-700 and the 737-800 are equipped with advanced air filtration systems that remove impurities, such as dust and allergens, from the air circulating within the cabin.

This helps to maintain a clean and fresh atmosphere throughout the flight, enhancing the overall comfort of passengers.

The pressurization systems on these aircraft are designed to maintain a cabin altitude equivalent to approximately 6,000 to 8,000 feet above sea level, even when cruising at higher altitudes. This helps to minimize the effects of altitude on passengers, reducing fatigue and discomfort during the flight.

Inflight Entertainment

Both the Boeing 737-700 and the 737-800 offer a range of inflight entertainment options to keep passengers entertained throughout their journey. Passengers can enjoy a variety of movies, TV shows, music, and games, all accessible through individual seatback screens or personal devices.

Some airlines even offer Wi-Fi connectivity, allowing passengers to stay connected and browse the internet during the flight.

With the advancements in technology, the inflight entertainment systems on these aircraft have become more sophisticated and user-friendly, providing a great entertainment experience for passengers of all ages.

Galley and Lavatory Configurations

The galley and lavatory configurations on the Boeing 737-700 and the 737-800 can vary depending on the airline’s preferences and layout. However, in general, both aircraft offer well-designed galleys and lavatories that cater to the needs of passengers and cabin crew.

The galleys are equipped with modern appliances and ample storage space, allowing cabin crew to efficiently prepare and serve meals and beverages throughout the flight. The lavatories are designed to maximize space while providing comfort and convenience to passengers.

It’s important to note that the specific configurations may vary from one airline to another, so it’s always a good idea to check with the airline before your flight to ensure you have the most up-to-date information.

In summary, while the Boeing 737-700 and 737-800 share an overall similar appearance and flight experience as members of the efficient 737 NG family, there are some noteworthy differences when it comes to size, capacity, range and performance.

The 737-800 is a longer fuselage variant with more seating and cargo capacity compared to the 737-700. Its additional fuel tanks also facilitate longer flights up to ~3,200 nmi fully loaded. However the 737-700 has advantages in being able to operate from shorter runways.

Airlines select between these two planes and other 737 variants based on their specific route needs.

So next time you take a flight on one of these workhorse Boeing jets, you can quickly tell the models apart and understand their capabilities. Safe travels!

Jennifer Morris is an avid solo travel adventurer who founded Solo Traveller after many years of journeying on her own around the world. She has backpacked through over 50 countries across 6 continents over the past decade, striking up conversations with locals along railway platforms, learning to cook regional dishes in home kitchens, and absorbing a global perspective while volunteering with various community initiatives.

With a Masters in Tourism and Hospitality, Jennifer is passionate about responsible and meaningful travel that fosters cultural exchange. Whether trekking through the Atlas Mountains, sailing to Komodo National Park, or taking an overnight train across Eastern Europe - she is always seeking her next epic destination.

When not globetrotting, Jennifer calls Vancouver, Canada home. There she enjoys kayaking local waters, curling up with books on faraway places, and gearing up for her next solo backpacking trip. As the founder of SoloTraveller, she hopes to motivate and inform fellow solo explorers from all walks of life to take the leap into their own adventures.

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Fast Facts on the Grounded Boeing 737 MAX 8

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On March 13, the Federal Aviation Administration issued an emergency order, prohibiting the operation of the Boeing Company Model 737-8 and Model 737-9 airliners. Both are in the aircraft manufacturer's 737 MAX family of planes . The two models share 'nearly identical design features,' wrote the agency.

The grounding of the 737 MAX models came after the March 10 crash of Ethiopian Airlines flight ET302, a Model 737 MAX 8. The flight went down six minutes after taking off from Addis Ababa, Ethiopia, killing 149 passengers and eight crew members, according to the FAA order.

That catastrophe came less than five months after another 737 MAX 8 operated by Lion Air crashed into the Java Sea about 13 minutes after taking off from Jakarta, Indonesia. One-hundred eighty-four passengers and five crew died. The day before that crash, the very same Lion Air plane had experienced problems with its flight-control system. The crew was able to fix them thanks to an off-duty pilot who jumped in to assist, Bloomberg reports .

As we now know, information obtained in the investigation of the Ethiopian crash indicated similarities with the earlier accident "that warrant further investigation of the possibility of a shared cause for the two incidents that needs to be better understood and addressed," according to the FAA.

Boeing, meanwhile, has been working on upgrading the plane's flight control systems suspected to be contributing to the crashes. The company issued a March 13 statement expressing its support for the temporary suspension and said it was working with the investigators. Aviation regulators in numerous other countries also have grounded the aircraft. So no, you don't have to worry about your next flight being on a Boeing 737 MAX 8 or 737 MAX 9. In the U.S., American Airlines, Southwest Airlines and United Airlines all have 737 MAX 8s or MAX 9s in their fleets.

All this has cast a shadow over what has been one of Boeing's most successful aircraft, the latest generation of the more-than-half-century-old Boeing 737 airliner franchise.

The 737 MAX 8 was the first to be developed in Boeing's family of 737 MAX aircraft, according to a 2017 company media release . Designed for the single-aisle airliner market, it aims to provide better fuel efficiency, reduce carbon dioxide emissions and be quieter than the previous generation of 737s.

Boeing has touted its MAX series as the fastest-selling airplane in the company's history. It has received nearly 4,700 orders from 100 different customers since its introduction in 2017. It's meant to compete with models like Airbus' A320neo.

Here are some fast facts about the Boeing 737 MAX 8.

• The aircraft is 129 feet, 8 inches (39.5 meters) in length, with a wingspan of 117 feet, 10 inches (35.9 meters). It stands 40 feet, 4 inches (12.3 meters) tall.
• The aircraft's maximum takeoff weight is 181,200 pounds (82,191 kilograms), according to this 2014 Boeing brochure . That includes 6,853 gallons (25,941 liters) of jet fuel.
• It has a maximum range of 3,550 nautical miles (6,570 kilometers) , significantly farther than earlier 737s. For reference, the distance from New York City's LaGuardia Airport to Los Angeles International Airport is 2,146 nautical miles (3,974 kilometers).
• The aircraft's cruising speed is Mach 0.79, or 606.1 miles (975.4 kilometers) per hour.
• The 737 MAX 8 can hold a maximum of 210 passengers. That's a lot of people, but not as many as, say, the Airbus A380, which can hold more than 800.
• The aircraft is powered by twin LEAP-1B engines.
• It creates about 85 dBa of noise on takeoff, making it 40 percent quieter than the Boeing 737-800 series.
• The Boeing 737 MAX 8's average price is $121.6 million . Compare that with $418.4 million for a 747-8.
• The FAA certified the 737 MAX 8 in March 2017, after a year of testing. As the Seattle Times noted , some of that certification was assigned to Boeing itself to conduct, a practice that has occurred before in the industry.
• The first 737 MAX 8 delivery was to Malaysia-based Malindo Air in May 2017.

An industry analyst told National Public Radio that the crashes aren't likely to have that much effect on sales, since the aircraft are ordered years in advance. Boeing did, however, halt deliveries of several thousand 737 MAX aircraft.

The very first 737 was unveiled more than 50 years ago, on Jan. 17, 1967.

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BOEING 737 200–900

1967-Present

By Plane and Pilot Updated May 1, 2023 Save Article

The Boeing 737 was initially designed as a shortrange twin-jet transport as a replacement to the popular 727. Since its introduction in 1967, the 737 family has become the best-selling commercial jetliner in history with orders totaling more than 3,044 by 1993 from 159 customers in 81 countries. It differs in appearance from the 727 in that its two engines are mounted on the wings. The decision to build the 737 was announced in February 1965, and seven versions have been produced. The basic model 737-100 provides accommodations for 81-101 passengers plus baggage.

The 737-200 has a lengthened fuselage and accommodates up to 130 passengers with standard seating for 115. In addition to the basic JT8139 turbofan rated at 14,500 lbs., other available turbofans are the JT813-15 (15,500 lbs.) and J1813-17 (16,000 lbs.).

The 727-300 came along in late 1984 as a stretched version of the 200. The new design would also incorporate more economical and quieter GE engines. This was also the first Boeing to show off its new flattened, oval-shaped engine nacelles.

The 737-400 added another ten feet to the fuselage and upped the maximum number of seats to 188. The model entered service in 1988. The 737-500 received FAA certification in 1990, making it the last of the 737-300/400/500 variants. It was originally to be called the 737-1000, but was renamed the 500 before entering service. Only a foot longer than the 300 model, the 500 was offered as a replacement to the older fleet of 300s.

The 737-600/700 models are the smallest of Boeing’s Next Generation family. They featured a new wing, a new tail section the more efficient CFM56-7B turbofans. The larger wing had more fuel capacity, allowing the 737 to become transcontinental.

Model 800/900s are the largest of the 737 family. Stretched fuselages allowed more seating, and more efficient engines, combined with an increase in fuel capacity made these model an immediate success. The cockpit crew of two also enjoys the same six LCD flat panel displays as found on the Boeing 777. The first deliver of an 800 came in April of 1998, and the first 900 was delivered in May 2001.

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Boeing 737-700.

Seat maps Boeing B737-700

Sample illustration b737-700 (20 business / 66 economy).

All the Boeing B737-700 configurations

Technical data.

• Aircraft Technical Data & Specifications

Boeing 737-700/800 BBJ/BBJ2

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Air Systems

Anti-ice & rain.

Engine anti-ice must be on prior to and during descent in all icing conditions, including temperatures below -40�C SAT.

Do not use wing anti-ice on the ground when the OAT is above 10C.

Minimum N1 for operating in icing conditions except for landing: 40% when TAT between 0 and 10C; 55% when TAT below 0C; 70% in moderate to severe icing conditions when TAT below -6.5C.

Window heat inop: max speed 250kts below 10,000ft.

Gravel Protect switch: ANTI-ICE position when using engine inlet anti-ice.

After any ground deicing/anti-icing of the horizontal stabilizer using Type II or Type IV fluids, airspeed must be limited to 270 KIAS until the crew has been informed that applicable maintenance procedures have been accomplished that would allow exceedance of 270 KIAS. Once the applicable maintenance procedures have been accomplished, exceeding 270 KIAS is permissible only until the next application of Type II or Type IV deicing/anti-icing fluids.

• Ground air connected and isolation valve open
• Engine no. 1 bleed valve open
• Isolation and engine no. 2 bleed valves open.

APU bleed valve may be open during engine start, but avoid engine power above idle.

Autopilot/Flight Director System

Use of autopilot not authorised for takeoff or landing.

Do not use the autopilot roll channel above 30,000ft with yaw damper inoperative.

Do not use autopilot pitch channel above 0.81M with hydraulic system A or B depressurised.

Do not use ALT HOLD mode when Captain's alternate static source is selected.

Use of aileron trim with autopilot engaged is prohibited.

Do not engage the autopilot for takeoff below 1000ft AGL.

For single channel operation, the autopilot shall not be engaged below 50ft AGL.

Maximum allowable wind speeds, when conducting a dual channel Cat II or Cat III landing predicated on autoland operations, are:

• Headwind 25 knots
• Crosswind 25 knots
• Tailwind: 10knots

Autoland capability may only be used with flaps 30 or 40 and both engines operative.

Do not engage the autopilot for takeoff below 400ft AGL.

For single channel operation during approach, the autopilot shall not remain engaged below 50ft AGL.

The autopilot must be disengaged before the airplane descends more than 50 feet below the minimum descent altitude (MDA) unless it is coupled to an ILS glide slope and localizer or in the go-around mode. (JAA Rule).

Maximum allowable wind speeds, when conducting a dual channel Cat II or Cat III landing predicated on autoland operations, are: . Headwind 25 knots . Crosswind 25 knots . Tailwind: Varies between 0 and 15kts depending upon field elevation and flap setting.

Maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees respectively.

Communications

The ACARS is limited to the transmission and receipt of messages that will not create an unsafe condition if the message is improperly received, such as the following conditions:

. the message or parts of the message are delayed or not received,

. the message is delivered to the wrong recipient, or

. the message content may be frequently corrupted.

However, Pre-Departure Clearance, Digital Automatic Terminal Information Service, Oceanic Clearances, Weight and Balance and Takeoff Data messages can be transmitted and received over ACARS if they are verified per approved operational procedures.

With HGS 2350 and polar navigation: Do not use HUD System at latitudes greater than 85 degrees latitude or when the Heading Reference Switch is in the TRUE position.

Flight Controls

Flight management, navigation.

• Do not use the terrain display for navigation.
• Do not use the look-ahead terrain alerting and terrain display functions within 15 nm of takeoff, approach or landing at an airport not contained in the GPWS terrain database

Hydraulic Power

Minimum of 760kg fuel required in respective tank for hydraulic pump operation. Minimum of 88% required for despatch.

Landing Gear

Performance data computer system (1/200 only).

Fuel management and range calculations presented by the PDCS have not been evaluated by the FAA.

Verify that the representative takeoff EPR limits displayed on the CDU and EPR indicators agree with the predetermined limits obtained from the flight manual.

Power Plant

CFM56-7 limits: Maximum and minimum limits are red. Caution limits are amber. Pneumatic pressure prior to starter engagement: 30psi -1/2psi per 1000' amsl. (737-1/500 Only) Starter duty cycle 1st attempt: 2min on, 20sec off 2nd & subsequent attempt: 2min on, 3min off Engine ignition must be on for: Takeoff, Landing, Operation in heavy rain and Anti-ice operation. Intentional selection of reverse thrust in flight is prohibited.

Wind Limits for T/O & Landing

Contaminated runways, min width for snow clearance.

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List of most popular commercial airlners by cruising speed

Cruising speeds of the most common types of commercial airliners (in knots).

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September 2016

2012 to 2016

This data displays the average cruising speed of the most commonly used airliners in the world. Where data for multiple models within a family exists, the average cruising speed is given. Data on the cruising speed of the Embraer ERJ 145 Family was not available and therefore it does not appear on this chart. * Average combined cruising speed of Boeing-777 models 200ER, 200LR, 300, and 300ER. ** Cruising speed of a Boeing 737-400. *** Average combined cruising speed of Embraer models E170, E175, E175-E2, E190, E190-E2, E195, and E195-E2. **** Average combined cruising speed of Airbus A340 models 200, 300, 500, and 600. ***** Average combined cruising speed of Boeing 737 models 600, 700C, 700ER, 800, and 900ER. ****** Average combined cruising speed of Bombardier CRJ models 100, 200, 440, 700, 705, 900, and 1000. ******* Average combined cruising speed of ATR 72 models 200, 210, and 600.

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Out-of-control 700ft cruise ship crunches into dock at Turkish port

This is the moment a 700ft cruise ship crunched into a dock at a Turkish port after desperately trying to slow down. 

The Celestyal Journey cruise ship was making a routine arrival into the port in Kusadasi, Turkey last week when it hit the concrete pier with its bow bulb.

The crew miscalculated the speed and approached the pier too quickly, resulting in the collision, Cruise Hive reported.

Members of the vessel's 597-person crew reportedly lowered the anchor in a bid to slow the approach, but despite their efforts the ship still crashed into the pier.

The collision caused only minimal damage to the ship and pier. No injuries were reported onboard or on the shore.

The Celestyal Journey struck a pier at Kusadasi Cruise Port on Monday last week at 12pm local time while crew were trying to dock.

Passengers were still able to enjoy their day in Kusadasi, one of the most well-preserved Greco-Roman cities in the world, as planned, according to Cruise Hive. 

The port, which has eight berths for large ships, is the most popular cruise port in Turkey. Officials say the incident has not negatively impacted operations. 

Celestyal Cruises, which operates the vessel and two other ships, did not have to alter any routes following the incident.

The Celestyal Journey entered service in 1994 and initially sailed for Holland America Line as Ryndam. Celestyal Cruises acquired the cruise ship last year.

The cruise liner has 630 cabins, including 149 that feature balconies, and offers guests access to seven exclusive restaurants, and eight bars and lounges, Haber7.com reported. 

Celestyal Journey is currently sailing seven-night cruises in the Aegean Sea region until late October 2024. 

However, unlike a typical closed-loop route, the Celestyal Journey's round-trip sailings overlap, allowing guests to embark and debark in Kusadasi, as well as various cities in Greece.

Travellers can start their voyage in Heraklion, Crete Greece; Piraeus-Athens, Greece; or Thessaloniki, Greece. 

The ship's final journey in the Aegean Sea will embark on October 19 this year. It will be followed by a 14-day repositioning cruise from Athens to Doha, Qatar. 

Once it arrives in its new homeport in Doha, the Celestyal Journey will offer seven-night roundtrip sailings to the United Arab Emirates.