View source for Engineering:Boeing 737

{{Short description|Single-aisle airliner family by Boeing}}
{|{{Infobox aircraft begin
| name = Boeing 737
| image = South African Airlink Boeing 737-200 Advanced Smith.jpg<!-- In-flight images are preferred for aircraft; please consult talk page before changing. -->
| caption = A Boeing 737-200, the first mass-produced 737 model, in operation with South African Airlink in 2007
| alt = 
}}{{Infobox aircraft type
| type = [[Engineering:Narrow-body aircraft|Narrow-body airliner]]
| national origin = United States
| manufacturer = [[Company:Boeing|Boeing]]
| first flight = {{start date and age|1967|04|09}}
| introduced = February 10, 1968 with Lufthansa
| retired = 
| status = In service
| primary user = [[Company:Southwest Airlines|Southwest Airlines]] <!--Limit one (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields based on number of 737s in their fleets. -->
| more users = {{ubl|Ryanair|United Airlines|American Airlines}} <!--Limit is three (3) in 'more users' field (4 total users).-->
| produced = {{start date|1966}}{{ndash}}present
| number built = 11,660 {{as of|2023|12|lc=y}}<ref name="O_D_summ">{{cite web |url=https://www.boeing.com/commercial/#/orders-deliveries |title=Boeing: Orders and Deliveries (updated monthly) |publisher=boeing.com |date=December 31, 2023 |access-date=January 9, 2023 |archive-date=January 12, 2021 |archive-url=https://web.archive.org/web/20210112224944/https://www.boeing.com/commercial/#/orders-deliveries |url-status=live}}</ref>
| variants with their own articles = [[Engineering:Boeing T-43|Boeing T-43]]
| developed into = {{ubl|[[Engineering:Boeing 737 Classic|Boeing 737 Classic]]|[[Engineering:Boeing 737 Next Generation|Boeing 737 Next Generation]]|[[Engineering:Boeing 737 MAX|Boeing 737 MAX]]}}
}}
|}

The '''Boeing 737''' is a [[Engineering:Narrow-body aircraft|narrow-body aircraft]] produced by [[Company:Boeing|Boeing]] at its Everett and Renton factories in {{wipe|Washington (state)}}.
<!--design-->
Developed to supplement the [[Engineering:Boeing 727|Boeing 727]] on short and thin routes, the [[Engineering:Twinjet|twinjet]] retained the [[Engineering:Boeing 707|707]] fuselage width and six abreast seating but with two underwing [[Engineering:Turbofan|turbofan]]s instead of four. <!--development--> Envisioned in 1964, the initial 737-100 made its first flight in April 1967 and entered service in February 1968 with Lufthansa.<!--ref name=Flight22apr2009--><!--ref name=airlinersSpecs/-->
The lengthened 737-200 entered service in April 1968, and evolved through four generations, offering several variants for 85 to 215 passengers.

<!--generations-->
The 737-100/200 original variants were powered by Pratt & Whitney JT8D low-bypass turbofan engines and offered seating for 85 to 130 passengers. Launched in 1980 and introduced in 1984, the [[Engineering:Boeing 737 Classic|737 Classic]] -300/400/500 variants were upgraded with more fuel-efficient [[Engineering:CFM International CFM56#CFM56-3B-1|CFM56-3]] high-bypass turbofans and offered 110 to 168 seats. Introduced in 1997, the [[Engineering:Boeing 737 Next Generation|737 Next Generation]] (NG) -600/700/800/900 variants have updated [[Engineering:CFM International CFM56#CFM56-7 series|CFM56-7]] high-bypass turbofans, a larger wing and an upgraded [[Engineering:Glass cockpit|glass cockpit]], and seat 108 to 215 passengers. The latest generation, the [[Engineering:Boeing 737 MAX|737 MAX]] -7/8/9/10 variants, powered by improved CFM LEAP-1B high-bypass turbofans and accommodating 138 to 204 people, entered service in 2017.<!--ref name=Flight15nov2019-->
<!--other variants-->
Boeing Business Jet versions have been produced since the 737NG, as well as military models.

<!-- operational history-->
{{as of|2023|12|df=US}}, 16,459 Boeing 737s have been ordered and 11,660 delivered.<!--ref name=737_O_D_summ/-->
Initially, its main competitor was the [[Engineering:McDonnell Douglas DC-9|McDonnell Douglas DC-9]], followed by its [[Engineering:McDonnell Douglas MD-80|MD-80]]/[[Engineering:McDonnell Douglas MD-90|MD-90]] derivatives. In 2013, the global 737 fleet had completed more than 184 million flights over 264 million block hours since its entry into service<!--to be updated-->. It was the highest-selling commercial aircraft until being surpassed by the competing [[Engineering:Airbus A320 family|Airbus A320 family]] in October 2019, but maintains the record in total deliveries.<!--ref name=Flight15nov2019--> The 737 MAX, designed to compete with the A320neo, was grounded worldwide between March 2019 and November 2020 following two fatal crashes. A further incident involving explosive decompression led to the grounding of some 737 MAX 9s in January 2024.

== Development ==
[[File:1964 Boeing 737 concept.png|thumb|1964 concept with tail mounted engines]]
[[File:Boeing 737 patent USD206035S.jpg|thumb|October 18, 1966, Jet aircraft patent, filed June 22, 1965, by John Steiner and Joe Sutter for Boeing]]

=== Initial design ===
Boeing had been studying short-haul jet aircraft designs, and saw a need for a new aircraft to supplement the [[Engineering:Boeing 727|727]] on short and thin routes.<ref name="nyt transport news">"[https://www.nytimes.com/1964/07/17/transport-news-boeing-plans-jet.html Transport News: Boeing Plans Jet.] {{Webarchive|url=https://web.archive.org/web/20170821213438/http://www.nytimes.com/1964/07/17/transport-news-boeing-plans-jet.html |date=August 21, 2017}}" ''{{wipe|The New York Times}}'', July 17, 1964. Retrieved: February 26, 2008.</ref> Preliminary design work began on May 11, 1964,{{sfn|Endres|2001|p=122|ps=}} based on research that indicated a market for a fifty to sixty passenger airliner flying routes of {{Convert|50|to|1000|mi|-2}}.<ref name="nyt transport news" />{{sfn|Sharpe|Shaw|2001|p=12|ps=}}

The initial concept featured [[Engineering:Podded engine|podded engine]]s on the aft fuselage, a [[Engineering:T-tail|T-tail]] as with the 727, and five-abreast seating. Engineer Joe Sutter relocated the engines to the wings which lightened the structure and simplified the accommodation of six-abreast seating in the fuselage.<ref name=FG170406 /> The engine [[Engineering:Nacelle|nacelle]]s were mounted directly to the underside of the wings, without pylons, allowing the landing gear to be shortened, thus lowering the fuselage to improve baggage and passenger access.{{sfn|Sutter|2006|pp=76–78}} Relocating the engines from the aft fuselage also allowed the horizontal stabilizer to be attached to the aft fuselage instead of as a T-tail.{{sfn|Sharpe |Shaw|2001|p=17|ps=}} Many designs for the engine attachment strut were tested in the wind tunnel and the optimal shape for high speed was found to be one which was relatively thick, filling the narrow channels formed between the wing and the top of the nacelle, particularly on the outboard side.

At the time, Boeing was far behind its competitors; the [[Engineering:Sud Aviation Caravelle|SE 210 Caravelle]] had been in service since 1955, and the [[Engineering:BAC One-Eleven|BAC One-Eleven]] (BAC-111), [[Engineering:McDonnell Douglas DC-9|Douglas DC-9]], and Fokker F28 were already into flight certification.<ref name="german order" /> To expedite development, Boeing used 60% of the structure and systems of the existing 727, particularly the fuselage, which differs in length only. This 148-inch (3.76 m) wide fuselage cross-section permitted six-abreast seating compared to the rivals' five-abreast. The 727's fuselage was derived from the 707.{{sfn|Sharpe|Shaw|2001|p=13|ps=}}

The proposed wing [[Physics:Airfoil|airfoil]] sections were based on those of the 707 and 727, but somewhat thicker; altering these sections near the nacelles achieved a substantial drag reduction at high Mach numbers.<ref>Olason, M.L. and Norton, D.A. "Aerodynamic Philosophy of the Boeing 737", AIAA paper 65-739, presented at the AIAA/RAeS/JSASS Aircraft Design and Technology Meeting, Los Angeles California, November 1965. Reprinted in the AIAA Journal of Aircraft, Vol. 3 No. 6, November/December 1966, pp. 524–528.</ref> The engine chosen was the Pratt & Whitney JT8D-1 low-bypass ratio turbofan engine, delivering {{Convert|14500|lbf|kN|lk=on}} of thrust.{{sfn|Shaw|1999|p=6|ps=}}

The concept design was presented in October 1964 at the Air Transport Association maintenance and engineering conference by chief project engineer Jack Steiner, where its elaborate [[Engineering:High-lift device|high-lift device]]s raised concerns about [[Finance:Aircraft maintenance|maintenance]] costs and dispatch reliability.<ref name=FG170406>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-half-century-milestone-marks-737s-endurin-435787/ |title= Half-century milestone marks 737's enduring appeal |date= April 7, 2017 |author= Stephen Trimble |work= FlightGlobal}}</ref>

=== Major design developments ===
[[File:Boeing 737 family v1.0.png|thumb|upright=1.8|A comparison of the first three generations]]

The original 737 continued to be developed into thirteen passenger, cargo, corporate and military variants. These were later divided into what has become known as the four generations of the Boeing 737 family:
* The first generation "Original" series: the 737-100 and -200, also the military T-43 and CT-43, launched February 1965.
* The second generation "Classic" series: 737-300, -400 and -500, launched in 1979.
* The third generation "Next Generation" series: 737-600, -700, -800 and -900, also the military C-40 and P-8, launched late 1993.
* The fourth generation 737 MAX series: 737-7, -8, -9 and -10, launched August 2011.

=== Launch ===
The launch decision for the $150 million (~${{Format price|{{Inflation|index=US-GDP|value=150000000|start_year=1965}}}} in {{Inflation/year|US-GDP}}) development was made by the board on February 1, 1965.{{sfn|Sharpe|Shaw|2001|p=13|ps=}} The sales pitch was big-jet comfort on short-haul routes.<ref name="ar 2017-04-23">{{cite web |last1=Thomas |first1=Geoffrey |title=Boeing's 737: The plane that almost never was. |url=https://www.airlineratings.com/news/boeings-737-the-plane-that-almost-never-was/ |website=Airline Ratings |access-date=June 3, 2023 |language=en-AU |date=April 23, 2017}}</ref>

Lufthansa became the launch customer on February 19, 1965,{{sfn|Sharpe|Shaw|2001|p=13|ps=}} with an order for 21 aircraft, worth $67&nbsp;million (~${{Format price|{{Inflation|index=US-GDP|value=67000000|start_year=1965}}}} in {{Inflation/year|US-GDP}})<ref name="german order">"German Airline Buys 21 Boeing Short-Range Jets." ''{{wipe|The Washington Post}}'', February 20, 1965. Retrieved: February 26, 2008.</ref> after the airline had been assured by Boeing that the 737 project would not be canceled.<ref name="Wallace">Wallace, J. [http://www.seattlepi.com/default/article/Boeing-delivers-its-5-000th-737-1195654.php "Boeing delivers its 5,000th 737."] {{Webarchive|url=https://web.archive.org/web/20120309074239/http://www.seattlepi.com/default/article/Boeing-delivers-its-5-000th-737-1195654.php |date=March 9, 2012}} ''Seattle Post-Intelligencer'', February 13, 2006. Retrieved June 7, 2011.</ref> Consultation with Lufthansa over the previous winter had resulted in the seating capacity being increased to 100.{{sfn|Sharpe|Shaw|2001|p=13|ps=}}

On April 5, 1965, Boeing announced an order by United Airlines for 40 737s. United wanted a slightly larger capacity than the 737-100, so the fuselage was stretched {{Convert|91|cm|order=flip}} ahead of, and {{Convert|102|cm|order=flip}} behind the wing.{{sfn|Sharpe|Shaw|2001|p=17|ps=}} The longer version was designated the 737-200, with the original short-body aircraft becoming the 737-100.{{sfn|Redding|Yenne|1997|p=182|ps=}} Detailed design work continued on both variants simultaneously.

=== Introduction ===
[[File:Boeing 737-130, Lufthansa AN2056613.jpg|thumb|737-100 introduced by Lufthansa on February 10, 1968|alt=Lufthansa 737-100 in flight]]

The first -100 was rolled out on January 17, 1967, and took its maiden flight on April 9, 1967, piloted by Brien Wygle and Lew Wallick.<ref name=737_30th>{{cite web|title=Original 737 Comes Home to Celebrate 30th Anniversary|url=http://boeing.mediaroom.com/1997-05-02-Original-737-Comes-Home-to-Celebrate-30th-Anniversary|website= boeing.com|publisher=Boeing|access-date=November 18, 2014|date=May 2, 1997|archive-date=November 29, 2014|archive-url=https://web.archive.org/web/20141129031351/http://boeing.mediaroom.com/1997-05-02-Original-737-Comes-Home-to-Celebrate-30th-Anniversary|url-status=live}}</ref> After several test flights the Federal Aviation Administration (FAA) issued Type Certificate A16WE certifying the 737-100 for commercial flight on December 15, 1967.{{sfn|Sharpe|Shaw|2001|p=20|ps=}}<ref name="Type_Cert_A16WE">[http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/e038ae3ed2dbc2ae86257479004d1e57/$FILE/A16WE.pdf "Type Certificate Data Sheet A16WE."] {{Webarchive|url=https://web.archive.org/web/20080909234057/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/e038ae3ed2dbc2ae86257479004d1e57/$FILE/A16WE.pdf |date=September 9, 2008}} ''faa.gov.'' Retrieved: September 3, 2010.</ref> It was the first aircraft to have, as part of its initial certification, approval for [[Engineering:Instrument approach|Category II approaches]],{{sfn|Redding|Yenne|1997|p=183|ps=}} which refers to a precision instrument approach and landing with a decision height between {{Convert|30|and|60|m|ft|order=flip}}.<ref>{{cite web |last1=Williams |first1=Scott |title=CAT II – Category II – Approach |url=https://aviationglossary.com/cat-ii-category-ii-approach/ |website=Aviation Glossary |access-date=October 30, 2018 |date=January 18, 2009 |archive-date=October 31, 2018 |archive-url=https://web.archive.org/web/20181031005411/https://aviationglossary.com/cat-ii-category-ii-approach/ |url-status=live}}</ref> Lufthansa received its first aircraft on December 28, 1967, and on February 10, 1968, became the first non-American airline to launch a new Boeing aircraft.{{sfn|Sharpe|Shaw|2001|p=20|ps=}} Lufthansa was the only significant customer to purchase the 737-100 and only 30 aircraft were produced.{{sfn|Sharpe|Shaw|2001|p=120|ps=}}

The -200 was rolled out on June 29, 1967, and had its maiden flight on August 8, 1967. It was then certified by the FAA on December 21, 1967.<ref name="Type_Cert_A16WE" />{{sfn|Endres|2001|p=124|ps=}} The inaugural flight for United Airlines took place on April 28, 1968, from Chicago to Grand Rapids, Michigan.{{sfn|Sharpe|Shaw|2001|p=20|ps=}} The lengthened -200 was widely preferred over the -100 by airlines.<ref>{{cite web |url=http://modernairliners.com/boeing-737/boeing-737-history |title=Boeing 737 History |publisher=ModernAirlines.com |access-date=August 10, 2015 |date=July 29, 2015 |archive-date=August 22, 2015 |archive-url=https://web.archive.org/web/20150822194856/http://modernairliners.com/boeing-737/boeing-737-history |url-status=live}}</ref> The improved version, the 737-200 Advanced, was introduced into service by All Nippon Airways on May 20, 1971.{{sfn|Bowers|1989|p=496|ps=}}

The 737 original model with its variants, known later as the ''Boeing 737 Original'', initially competed with SE 210 Caravelle and BAC-111 due to their earlier entry into service and later primarily with the [[Company:McDonnell Douglas|McDonnell Douglas]] DC-9, then its [[Engineering:McDonnell Douglas MD-80|MD-80]] derivatives as the three European short-haul single aisles slowly withdrew from the competition. Sales were low in the early 1970s<ref name="Flying blind">{{cite news |last1=Podsada |first1=Janice |title=Small local suppliers flying blind through 737 Max crisis |url=https://www.heraldnet.com/business/small-local-suppliers-flying-blind-through-737-max-crisis/ |access-date=January 17, 2020 |work=The Everett Herald |date=January 11, 2020 |archive-date=January 17, 2020 |archive-url=https://web.archive.org/web/20200117014533/https://www.heraldnet.com/business/small-local-suppliers-flying-blind-through-737-max-crisis/ |url-status=live}}</ref> and, after a peak of 114 deliveries in 1969, only 22 737s were shipped in 1972 with 19 in backlog.<!--<ref name=FG170406 />--> The {{wipe|US Air Force}} saved the program by ordering [[Engineering:Boeing T-43|T-43s]], which were modified Boeing 737-200s.<!--<ref name=FG170406 />--> African airline orders kept the production running until the 1978 US [[Finance:Airline Deregulation Act|Airline Deregulation Act]], which improved demand for six-abreast narrow-body aircraft. Demand further increased after being re-engined with the CFM56.<ref name=FG170406 /> The 737 went on to become the highest-selling commercial aircraft until surpassed by the competing [[Engineering:Airbus A320 family|Airbus A320 family]] in October 2019, but maintains the record in total deliveries.<ref>{{Cite web|last=Slotnick|first=David|title=Boeing's 737 officially lost the title of world's most popular airplane. Airbus' competitor just passed it in sales.|url=https://www.businessinsider.com/airbus-beats-worlds-most-popular-plane-a320-737-2019-11|access-date=October 18, 2021|website=Business Insider|language=en-US}}</ref>

The fuselage is manufactured in Wichita, Kansas, by Boeing spin-off company [[Company:Spirit AeroSystems|Spirit AeroSystems]], before being moved by rail to Renton.<ref>[https://www.railwayage.com/freight/bnsf-mrl-move-10000th-boeing-737-fuselage/?RAchannel=news BNSF, MRL move 10,000th Boeing 737 fuselage] {{Webarchive|url=https://web.archive.org/web/20191103185122/https://www.railwayage.com/freight/bnsf-mrl-move-10000th-boeing-737-fuselage/?RAchannel=news |date=November 3, 2019}} ''Railway Age'' February 20, 2018</ref> The Renton factory has three assembly lines for the 737 MAX; a fourth is planned to open at the Everett factory in 2024.<ref>{{cite news |last=Gates |first=Dominic |date=January 30, 2023 |title=Boeing to set up a new 737 MAX assembly line in Everett |url=https://www.seattletimes.com/business/boeing-aerospace/boeing-to-set-up-a-fourth-737-max-assembly-line-in-everett/ |work=The Seattle Times |accessdate=July 18, 2023}}</ref>

== Generations and variants ==

=== 737 Original (first generation) ===
{{anchor|737 Original}}
The ''Boeing 737 Original'' is the name given to the -100/200 and -200 Advanced series of the Boeing 737 family.

==== 737-100 ====
[[File:Lufthansa Boeing 737-100 in Zurich 1981.jpg|thumb|A Lufthansa Boeing 737-100 at Zurich Airport in 1981]]
The initial model was the 737-100, the smallest variant of the 737 aircraft family, which was launched in February 1965 and entered service with Lufthansa in February 1968. In 1968, its unit cost was {{wipe|United States dollar}}3.7M (1968),<ref name=AvWeek22jan1968>{{cite magazine |url= http://archive.aviationweek.com/issue/19680122#!&pid=30 |title= 737 price raised |magazine= Aviation Week |date= January 22, 1968 |page= 31 |url-access= subscription |access-date= October 14, 2018 |archive-date= October 15, 2018 |archive-url= https://web.archive.org/web/20181015002825/http://archive.aviationweek.com/issue/19680122#!&pid=30 |url-status= live}}</ref> ${{Inflation|US|3.7|r=1|1968}}M today. A total of 30 737-100s were ordered: 22 by Lufthansa, 5 by Malaysia–Singapore Airlines (MSA) and 2 by Avianca with the final commercial aircraft delivered to MSA on October 31, 1969. The first aircraft used by Boeing as prototype under registration N73700 was later ordered by and delivered to [[Organization:NASA|NASA]] on July 26, 1973, which then operated it under registration N515NA and retired after 30 years on September 27, 2003. This was the last operated 737-100 and is the only remaining worldwide, which is on static display in the Museum of Flight in Seattle.{{sfn|Shaw|1999|p=8|ps=}}<ref>{{Cite web |url=http://www.airfleets.net/ficheapp/plane-b737-19437.htm |title=Airfleets.net 737 Pr.-Nr: 19437 LN:1 |access-date=September 4, 2020 |archive-date=September 19, 2020 |archive-url=https://web.archive.org/web/20200919033814/https://www.airfleets.net/ficheapp/plane-b737-19437.htm |url-status=live}}</ref>

The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. They proved to be relatively ineffective and tended to lift the aircraft up off the runway when deployed. This reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes. In 1968, an improvement to the [[Engineering:Thrust reversal|thrust reversal]] system was introduced.{{sfn|Sharpe|Shaw|2001|p=[https://archive.org/details/boeing737100200a00mich/page/21 21]|ps=}} A 48-inch tailpipe extension was added and new target-style thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away from the vertical to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings. The improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft. Longer nacelle/wing fairings were introduced, and the airflow over the flaps and slats was improved. The production line also introduced an improvement to the flap system, allowing increased use during takeoff and landing. All these changes gave the aircraft a boost to payload and range, and improved short-field performance.{{sfn|Sharpe|Shaw|2001|p=20|ps=}}

==== 737-200 ====
[[File:Croatia Airlines Boeing 737-200; 9A-CTB@FRA;27.12.1995 (6172040379).jpg|thumb|The 737-200 was one of the most popular 737 variants sold, with 1,095 units.]]
[[File:C-GANV landing in Vancouver.jpg|thumb|Several Canadian airlines still use the Boeing 737-200 due to its gravel runway capabilities. The Boeing "Unpaved Strip Kit" (gravel kit) included a gravel deflector on the nose gear and a vortex dissipator extending from the front of the engine. This -200 belongs to Air North and is landing at Vancouver.]]

The 737-200 was a 737-100 with an extended fuselage, launched by an order from United Airlines in 1965 and entered service with the launch customer in April 1968. Its unit cost was US$4.0M (1968)<ref name=AvWeek22jan1968 /> (${{Inflation|US|4.0|r=1|1968}}M today). The -200's unit cost was US$5.2M (1972)<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |title= Airliner price index |magazine= Flight International |date= August 10, 1972 |page= 183 |access-date= January 9, 2018 |archive-date= January 9, 2018 |archive-url= https://web.archive.org/web/20180109181149/https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |url-status= live}}</ref> (${{Inflation|US|5.2|r=1|1972}}M today). The 737-200 Advanced is an improved version of the -200, introduced into service by All Nippon Airways on May 20, 1971.{{sfn|Bowers|1989|p=496|ps=}} After aircraft #135, the 737-200 Advanced has improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity, and hence a 15% increase in payload and range over the original -200s and respectively -100s.{{sfn|Redding|Yenne|1997|p=183|ps=}}{{sfn|Sharpe|Shaw|2001|p=41|ps=}} The 737-200 Advanced became the production standard in June 1971.<ref>{{cite web |url= http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |title= 737 Airplane Characteristics for Airport Planning |date= May 2011 |publisher= Boeing |access-date= February 7, 2015 |archive-date= February 7, 2015 |archive-url= https://web.archive.org/web/20150207152159/http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |url-status= live}}</ref> Boeing also provided the 737-200C ([[Engineering:Combi aircraft|Combi]]), which allowed for conversion between passenger and cargo use and the 737-200QC (Quick Change), which facilitated a rapid conversion between roles. The 1,095th and last delivery of a -200 series aircraft was in August 1988 to Xiamen Airlines.<ref name=O_D_summ /><ref name="About the 737 Family">[http://www.boeing.com/commercial/737family/background.html "About the 737 Family."] {{Webarchive|url=https://web.archive.org/web/20041209163449/http://www.boeing.com/commercial/737family/background.html |date=December 9, 2004}} ''The Boeing Company''. Retrieved: December 20, 2007.</ref>

Nineteen 737-200s, designated [[Engineering:Boeing T-43|T-43]], were used to train aircraft navigators for the {{wipe|United States Air Force}}. Some were modified into CT-43s, which are used to transport passengers, and one was modified as the NT-43A Radar Test Bed. The first was delivered on July 31, 1973, and the last on July 19, 1974. The {{wipe|Indonesian Air Force}} ordered three modified 737-200s, designated ''Boeing 737-2X9 Surveiller''. They were used as Maritime reconnaissance (MPA)/transport aircraft, fitted with SLAMMAR (Side-looking Multi-mission Airborne Radar). The aircraft were delivered between May 1982 and October 1983.{{sfn|Bowers|1989|pp=498–499|ps=}}

After 40 years, in March 2008, the final 737-200 aircraft in the U.S. flying scheduled passenger service were phased out, with the last flights of Aloha Airlines.<ref name="swretire">{{cite web|url=http://swamedia.com/releases/Southwest-Airlines-Retires-Last-of-Founding-Aircraft-Employees-Help-Celebrate-the-Boeing-737-200-s-Final-Flight?mode=print |title=Southwest Airlines Retires Last of Founding Aircraft; Employees Help Celebrate the Boeing 737-200's Final Flight |publisher=swamedia.com |access-date=August 27, 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150904131052/http://swamedia.com/releases/Southwest-Airlines-Retires-Last-of-Founding-Aircraft-Employees-Help-Celebrate-the-Boeing-737-200-s-Final-Flight?mode=print |archive-date=September 4, 2015}}</ref> As of 2018, the variant still saw regular service through North American charter operators such as Sierra Pacific Airlines.<ref name=":0">{{Cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|website=Flightglobal.com|language=en-GB|access-date=August 21, 2018|archive-date=November 6, 2018|archive-url=https://web.archive.org/web/20181106212640/https://www.flightglobal.com/asset/24536|url-status=live}}</ref> With the improved short-field capabilities of the 737-200, Boeing offered the option of the [[Engineering:Gravel kit|gravel kit]] modification features preventing foreign object damage, which enables this aircraft to operate on remote, unimproved or unpaved runways, such as gravel runways, that other similarly sized jetliners cannot.<ref>[http://www.airliners.net/open.file?id=0686303&size=L&width=1024&height=695&sok=&photo_nr=&prev_id=&next_id= Boeing 737-2T2C/Adv "Boeing 737."] {{Webarchive|url=https://web.archive.org/web/20070930160323/http://www.airliners.net/open.file?id=0686303&size=L&width=1024&height=695&sok=&photo_nr=&prev_id=&next_id= |date=September 30, 2007}} ''airliners.net''. Retrieved: February 10, 2008.</ref> Until retiring its -200 fleet in 2007, Alaska Airlines used this option for some of its [[Engineering:Combi aircraft|combi aircraft]] rural operations to serve many unimproved runways in [[Earth:Alaska|Alaska]].<ref>{{cite web|title=The Airplane That Never Sleeps|url=http://boeing.mediaroom.com/2002-07-15-The-Airplane-That-Never-Sleeps|publisher=Boeing|access-date=November 19, 2014|date=July 15, 2002|archive-date=November 29, 2014|archive-url=https://web.archive.org/web/20141129033740/http://boeing.mediaroom.com/2002-07-15-The-Airplane-That-Never-Sleeps|url-status=live}}</ref><ref>{{Cite news |url=https://www.wsj.com/articles/SB117642845035668637 |title=Arctic Eagles Bid Mud Hens Farewell At Alaska Airlines |last=Carey |first=Susan |date=April 13, 2007 |work={{wipe|The Wall Street Journal}} |access-date=February 7, 2015 |archive-date=February 7, 2015 |archive-url=https://web.archive.org/web/20150207152612/http://www.wsj.com/articles/SB117642845035668637 |url-status=live}}</ref> Gravel-kitted 737-200 Combis are still used by Canadian North (which is due to retire their last one in early 2023),<ref>[https://www.ch-aviation.com/portal/news/122390-canadian-north-to-retire-last-b737-200-in-early-2q23 ch-aviation.com – Canadian North to retire last B737-200 in early 2Q23] December 13, 2022</ref> Air Inuit, Nolinor Aviation and Chrono Aviation in Northern Canada where gravel runways are common.

{{as of|2023|09}}, a relatively high number of 737-200s remain in service compared to other early jet airliners, with 50 examples actively flying for 30 carriers.<ref>{{Cite web |last=Chen |first=Andrew |date=2023-09-01 |title=Where Are Boeing 737-200s Flying in 2023? |url=https://airlinegeeks.com/2023/09/01/where-are-boeing-737-200s-flying-in-2023/ |access-date=2023-09-23 |website=AirlineGeeks.com |language=en}}</ref> During the 737 MAX groundings, older 737s, including the 200 and [[Engineering:Boeing 737 Classic|Classic series]], were in demand for leasing.<ref>{{cite web |last=LeBeau |first=Phil |title=Airlines hurt by the 737 Max grounding are scrambling to find replacement jets |url=https://www.cnbc.com/2019/08/09/airlines-hurt-by-737-max-grounding-are-scrambling-to-find-replacements.html |website=CNBC |date=August 9, 2019 |access-date=16 January 2024}}</ref>

=== 737 Classic (second generation) ===
{{main|Engineering:Boeing 737 Classic}}

The ''Boeing 737 Classic'' is the name given to the 737-300/400/500 series after the introduction of the -600/700/800/900 series of the Boeing 737 family.<ref>{{cite web |url= http://www.boeing.com/boeing/commercial/737family/facts.page |title= Boeing: Boeing 737 Facts |date= September 6, 2013 |access-date= February 7, 2015 |publisher= Boeing |archive-date= February 15, 2015 |archive-url= https://web.archive.org/web/20150215183442/http://www.boeing.com/boeing/commercial/737family/facts.page |url-status= live}}</ref> Produced from 1984 to 2000, a total of 1,988 Classic series were delivered.{{sfn|Endres|2001|p=129|ps=}}

Close to the next major upgrade of single aisle aircraft at Airbus and Boeing, the price of jet fuel reached a peak in 2008, when airlines devoted 40% of the retail price of an air ticket to pay for fuel, versus 15% in 2000.<ref>"To Save Fuel, Airlines Find No Speck Too Small." ''{{wipe|The New York Times}}'', June 11, 2008.</ref><ref>{{cite web |title=Jet Fuel Price Development |url=http://www.iata.org/publications/economics/fuel-monitor/Pages/price-development.aspx |publisher=IATA |access-date=April 10, 2015 |archive-date=April 11, 2015 |archive-url=https://web.archive.org/web/20150411084634/http://www.iata.org/publications/economics/fuel-monitor/Pages/price-development.aspx |url-status=live}}</ref> Consequently, in that year carriers retired Boeing 737 Classic aircraft to reduce fuel consumption; replacements consisted of more efficient 737 Next Generation or A320 family aircraft. On June 4, 2008, United Airlines announced it would retire all 94 of its Classic 737 aircraft (64 737-300 and 30 737-500 aircraft), replacing them with A320 family jets taken from its Ted subsidiary, which has been shut down.<ref>"UAL Cuts Could Be Omen." ''{{wipe|The Wall Street Journal}}'', June 5, 2008, p. B3.</ref><ref>{{cite web |author1=David Grossman |date=June 29, 2000 |title=Why Ted's demise is a boost for business travelers |website=USA Today |url=http://usatoday30.usatoday.com/travel/columnist/grossman/2008-06-27-demise-of-ted_N.htm |access-date=November 19, 2014 |archive-date=October 16, 2015 |archive-url=https://web.archive.org/web/20151016201845/http://usatoday30.usatoday.com/travel/columnist/grossman/2008-06-27-demise-of-ted_N.htm |url-status=live}}</ref><ref>"Airline Shares Gain Despite Losses." ''{{wipe|The Wall Street Journal}}'', July 23, 2008, p. B3.</ref> This intensified the competition between the two giant aircraft manufacturers, which has since become a [[Company:Competition between Airbus and Boeing|duopoly competition]].

An optional upgrade with winglets became available for the Classic and NG series.
* The 737-300 can be retrofitted with [[Company:Aviation Partners|Aviation Partners]] Boeing winglets. The 737-300 retrofitted with winglets is designated the -300SP (Special Performance).
* WestJet was to launch the 737-600 with winglets, but dropped them in 2006.<ref>{{cite web |url= http://www.boeing.com/commercial/737family/winglets/index.html |title= Next-Generation 737 Production Winglets |publisher= Boeing|archive-url= https://web.archive.org/web/20080428073227/http://www.boeing.com/commercial/737family/winglets/index.html |archive-date= April 28, 2008}}</ref>

==== 737-300 ====
[[File:Helios Airways Boeing 737-300 5B-DBY PRG 2005-3-31.png|thumb|A Boeing 737-300 with wider CFM56 turbofans. This aircraft would crash in the 2005 Grammatiko Disaster]]
Development began in 1979 for the 737's first major revision, which was originally introduced as the 'new generation' of the 737.{{sfn|Shaw|1999|p=7|ps=}} Boeing wanted to increase capacity and range, incorporating improvements to upgrade the aircraft to modern specifications, while also retaining commonality with previous 737 variants. In 1980, preliminary aircraft specifications of the variant, dubbed 737-300, were released at the Farnborough Airshow.{{sfn|Endres|2001|p=126|ps=}} This first major upgrade series was later renamed 737 Classic. It competed primarily with the MD-80, its later derivative the [[Engineering:McDonnell Douglas MD-90|MD-90]], and the newcomer [[Engineering:Airbus A320 family|Airbus A320 family]].

Boeing engineer Mark Gregoire led a design team, which cooperated with [[Company:CFM International|CFM International]] to select, modify and deploy a new engine and nacelle that would make the 737-300 into a viable aircraft. They chose the [[Engineering:CFM International CFM56|CFM56-3B-1]] [[Engineering:Bypass ratio|high-bypass]] [[Engineering:Turbofan|turbofan]] engine to power the aircraft, which yielded significant gains in fuel economy and a reduction in noise, but also posed an engineering challenge, given the low ground clearance of the 737 and the larger diameter of the engine over the original Pratt & Whitney engines. Gregoire's team and CFM solved the problem by reducing the size of the fan (which made the engine slightly less efficient than it had been forecast to be), placing the engine ahead of the wing, and by moving engine accessories to the sides of the engine pod, giving the engine a distinctive non-circular "hamster pouch" air intake.{{sfn|Endres|2001|p=128|ps=}}<ref>Sweetman, Bill, All mouth, Air & Space, September 2014, p.14</ref> Earlier customers for the CFM56 included the U.S. Air Force with its program to re-engine KC-135 tankers.{{sfn|Garvin |1998|p=137}}

The passenger capacity of the aircraft was increased to 149 by extending the fuselage around the wing by {{Convert|2.87|m|ftin|sp=us|order=flip}}. The wing incorporated several changes for improved aerodynamics. The wingtip was extended {{Convert|9|in|cm}}, and the wingspan by {{Convert|1|ft|9|in|cm}}. The leading-edge slats and trailing-edge flaps were adjusted.{{sfn|Endres|2001|p=128|ps=}} The tailfin was redesigned, the flight deck was improved with the optional EFIS (Electronic Flight Instrumentation System), and the passenger cabin incorporated improvements similar to those developed on the [[Engineering:Boeing 757|Boeing 757]].{{sfn|Shaw|1999|p=10|ps=}} The prototype -300, the 1,001st 737 built, first flew on February 24, 1984, with pilot Jim McRoberts.{{sfn|Shaw|1999|p=10|ps=}} It and two production aircraft flew a nine-month-long certification program.{{sfn|Shaw|1999|pp=12–13|ps=}} The 737-300 retrofitted with [[Company:Aviation Partners|Aviation Partners]]' winglets was designated the -300SP (''Special Performance''). The 737-300 was replaced by the 737-700 of the Next Generation series.

==== 737-400 ====
[[File:Boeing 737-401, Piedmont Airlines AN0203147.jpg|thumb|A 737-400 of its launch operator, Piedmont Airlines]]
The 737-400 was launched in 1985 to fill the gap between the 737-300 and the 757-200. In June 1986, Boeing announced the development of the 737-400,{{sfn|Redding|Yenne|1997|p=185|ps=}} which stretched the fuselage a further {{Convert|10|ft}}, increasing the capacity to 188 passengers, and requiring a tail bumper to prevent tailstrikes during take-off and a strengthened wing spar.<ref name="rgl.faa.gov">{{cite report |title=FAA Type Certificate Data Sheet A16WE |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9c59427a20b3253686257d03004d8faa/$FILE/A16WE_Rev_53.pdf |publisher=Department of Transportation, Federal Aviation Administration |date= |access-date=July 8, 2015 |archive-date=December 25, 2016 |archive-url=https://web.archive.org/web/20161225060513/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9c59427a20b3253686257d03004d8faa/$FILE/A16WE_Rev_53.pdf |url-status=live}}</ref> The -400s first flight was on February 19, 1988, and, after a seven-month/500-hour flight-testing run, entered service with Piedmont Airlines that October.{{sfn|Shaw|1999|p=14|ps=}} The last two -400s, i.e. the last 737 Classics series, were delivered to CSA Czech Airlines on February 28, 2000.<ref>{{cite press release |url= https://boeing.mediaroom.com/2000-02-28-Boeing-Delivers-737-400s-to-CSA-Czech-Airlines |title= Boeing Delivers 737-400s to CSA Czech Airlines |date= February 28, 2000 |publisher= Boeing |access-date= August 30, 2020 |archive-date= September 15, 2020 |archive-url= https://web.archive.org/web/20200915173112/https://boeing.mediaroom.com/2000-02-28-Boeing-Delivers-737-400s-to-CSA-Czech-Airlines |url-status= live}}</ref> The 737-400 was replaced by the 737-800 of the Next Generation series. The 737-400SF was a 737-400 converted to freighter, though it was not a model delivered by Boeing and hence the nickname ''Special Freighter (SF)''. Alaska Airlines was the first to convert one of their 400s from regular service to an aircraft with the ability to handle 10 pallets.<ref>{{cite web |url=http://www.alaskaair.com/content/travel-info/fleet/737-400-freighter.aspx |title=Boeing 737-400 Freighter |work=Aircraft Information |publisher=Alaska Airlines |access-date=June 29, 2011 |archive-date=January 22, 2014 |archive-url=https://web.archive.org/web/20140122165843/https://www.alaskaair.com/content/travel-info/fleet/737-400-freighter.aspx |url-status=live}}</ref> The airline had also converted five more into fixed combi aircraft for half passenger and freight. These 737-400 Combi aircraft were retired in 2017 and replaced by the 737-700F of the Next Generation series.<ref>{{Cite news|url=https://blog.alaskaair.com/alaska-airlines/fleet/combi-plane-retires/|title=The end of an era: Alaska retires unique cargo-passenger 'combi' planes|date=October 16, 2017|work=Alaska Airlines Blog|access-date=July 26, 2018|language=en-US|archive-date=March 26, 2019|archive-url=https://web.archive.org/web/20190326170156/https://blog.alaskaair.com/alaska-airlines/fleet/combi-plane-retires/|url-status=live}}</ref>

==== 737-500 ====
[[File:N18611 B737-524.jpg|thumb|A 737-500 of Continental Airlines. This plane would later be involved in the Continental Airlines Flight 1404 crash.]]
The 737-500 was offered as a modern and direct replacement of the 737-200. It was launched in 1987 by [[Company:Southwest Airlines|Southwest Airlines]], with an order for 20 aircraft,{{sfn|Shaw|1999|p=40|ps=}} and it flew for the first time on June 30, 1989.{{sfn|Shaw|1999|p=14|ps=}} A single prototype flew 375 hours for the certification process,{{sfn|Shaw|1999|p=14|ps=}} and on February 28, 1990, [[Company:Southwest Airlines|Southwest Airlines]] received the first delivery.{{sfn|Endres|2001|p=129|ps=}}

The -500 incorporated the improvements of the 737 Classic series, allowing longer routes with fewer passengers to be more economical than with the 737-300. The fuselage length of the 737-500 is {{Convert|1|ft|7|in|cm}} longer than the 737-200, accommodating up to 140<ref name="rgl.faa.gov" /> passengers. Both glass and older-style mechanical cockpits arrangements were available.{{sfn|Shaw|1999|p=14|ps=}} Using the CFM56-3 engine also gave a 25% increase in [[Physics:Fuel efficiency|fuel efficiency]] over the older 737-200s P&W engines.{{sfn|Shaw|1999|p=14|ps=}}
The 737-500 has faced accelerated retirement due to its smaller size, after 21 years in service compared to 24 years for the -300.<ref>{{cite web|url=https://airwaysmag.com/airchive/southwest-retires-final-boeing-737-500/|title=Southwest Retires Final Boeing 737-500|work=Aircraft Information|publisher=Airways Magazine|access-date=August 30, 2020|archive-date=March 7, 2021|archive-url=https://web.archive.org/web/20210307231717/https://airwaysmag.com/airchive/southwest-retires-final-boeing-737-500/|url-status=live}}</ref> While a few 737-300s were slated for freighter conversion, no demand at all existed for a -500 freighter conversion. The 737-500 was replaced by the 737-600 of the Next Generation series, though the -600 was not as successful in total orders as the -500.

=== 737 NG (third generation) ===
{{main|Engineering:Boeing 737 Next Generation}}
The ''Boeing 737 Next Generation'', abbreviated as ''737 Next Gen'' or ''737NG'', is the name given to the main models 737-600/700/800/900 series and the extended range -700ER/900ER variants of the Boeing 737 family. It has been produced since 1996 and introduced in 1997, with a total order of 7,097 aircraft, of which 7,031 have been delivered {{as of|2019|May|df=|lc=y}}.<ref name=O_D_summ /><ref name="Flying blind" />
The primary goal was to re-engine the 737 with the high pressure ratio CFM56-7. By the early 1990s, as the MD-80 slowly withdrew from the competition following the introduction of the MD-90, it had become clear that the new A320 family was a serious threat to Boeing's market share. Airbus won previously loyal 737 customers, such as Lufthansa and United Airlines. In November 1993, to stay in the single aisle competition, Boeing's board of directors authorized the Next Generation program to mainly upgrade the [[Engineering:Boeing 737 Classic|737 Classic]] series.<ref>[http://www.boeing.com/commercial/737family/pf/pf_ng_milestones.html "Next Generation 737 Program Milestones."] {{Webarchive|url=https://web.archive.org/web/20080125233751/http://www.boeing.com/commercial/737family/pf/pf_ng_milestones.html |date=January 25, 2008}} ''The Boeing Company.'' Retrieved: January 22, 2008.</ref> In late 1993, after engineering trade studies and discussions with major customers, Boeing proceeded to launch a second derivative of the Boeing 737, the [[Engineering:Boeing 737 Next Generation|737 Next Generation]] (NG) -600/700/800/900 series.<ref name=O_D_summ /> It featured a redesigned wing with a wider wingspan and larger area, greater fuel capacity, longer range and higher [[Engineering:Maximum takeoff weight|MTOWs]]. It was equipped with [[Engineering:CFM International CFM56#CFM56-7 series|CFM56-7]] high pressure ratio engines, a [[Engineering:Glass cockpit|glass cockpit]], and upgraded interior configurations. The four main models of the series can accommodate seating for 108 to 215 passengers. It was further developed into additional versions such as the corporate Boeing Business Jet (BBJ) and military [[Engineering:Boeing P-8 Poseidon|P-8 Poseidon]] aircraft. Following the merger between Boeing with McDonnell Douglas in 1997, the primary competitor for the 737NG series remained only the A320 family.

==== 737-600 ====
[[File:Air Algérie Boeing 737-600 7T-VJT @ Paris Orly.jpg|thumb|An Air Algérie 737-600 at Paris Orly Airport]]
The 737-600, the smallest model of the Next-Generation, was launched by Scandinavian Airlines (SAS) in March 1995 with the first aircraft delivered in September 1998.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/putting-the-family-to-work-51106/ |title= Putting the family to work |date= May 12, 1999 |magazine= Flight International |author= Andrew Doyle, Max Kingsley-Jones, Paul Lewis, Guy Norris |access-date= June 11, 2018 |archive-url= https://web.archive.org/web/20180612145307/https://www.flightglobal.com/news/articles/putting-the-family-to-work-51106/ |archive-date= June 12, 2018 |url-status= live}}</ref> A total of 69 aircraft without winglets have been produced with the last one delivered to WestJet in 2006.<ref name=O_D_summ /> The 737-600 replaced the 737-500 and is similar to the [[Engineering:Airbus A318|Airbus A318]].

==== 737-700 ====
[[File:EasyJet Boeing 737-700 G-EZJZ at Bristol airport in 2005.jpg|thumb|An EasyJet 737-700 at Bristol Airport in 2005.]]
The 737-700, the first variant of the Next-Generation, was launched in November 1993 with an order of 63 aircraft. The -700 seats 126 passengers in a two-class or 149 passengers in a one-class layout. The launch customer [[Company:Southwest Airlines|Southwest Airlines]] took the first delivery in December 1997.<ref name=Boeing17dec1997>{{cite press release |url= http://boeing.mediaroom.com/1997-12-17-First-Boeing-737-700-Goes-to-Southwest-Airlines |title= First Boeing 737-700 Goes to Southwest Airlines |date= December 17, 1997 |publisher= Boeing |access-date= June 11, 2018 |archive-url= https://web.archive.org/web/20180609005014/http://boeing.mediaroom.com/1997-12-17-First-Boeing-737-700-Goes-to-Southwest-Airlines |archive-date= June 9, 2018 |url-status= live}}</ref> The 737-700 replaced the 737-300 and competes with the [[Engineering:Airbus A319|Airbus A319]].

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 [[Engineering:Boeing C-40 Clipper|C-40 Clipper]].<ref>[http://www.defenselink.mil/releases/release.aspx?releaseid=2647 "U.S. Naval Reserve Gets First Look at Newest Class of Aircraft"] {{Webarchive|url=https://web.archive.org/web/20080527061741/http://www.defenselink.mil/releases/release.aspx?releaseid=2647 |date=May 27, 2008}}. ''DefenseLink (U.S. Department of Defense)''. Retrieved January 21, 2008.</ref>

The ''737-700ER'' (Extended Range) was launched on January 31, 2006, and featured the fuselage of the 737-700 and the wings and landing gear of the 737-800.<!--<ref name=Boeing31jan2006>--> A 737-700ER can typically accommodate 126 passengers in two classes with a range similar to the Airbus A319LR.<ref>{{cite press release |url= http://boeing.mediaroom.com/2007-02-16-Boeing-Delivers-First-737-700ER-to-Launch-Customer-ANA |title= Boeing Delivers First 737-700ER to Launch Customer ANA |publisher= Boeing |date= February 16, 2007 |access-date= June 11, 2018 |archive-url= https://web.archive.org/web/20180612141757/http://boeing.mediaroom.com/2007-02-16-Boeing-Delivers-First-737-700ER-to-Launch-Customer-ANA |archive-date= June 12, 2018 |url-status= live}}</ref>

==== 737-800 ====
[[File:Boeing 737-800 at Dublin Airport - geograph.org.uk - 4928536.jpg|thumb|A 737-800 of Ryanair, one of the 737NG's largest operators.]]
The 737-800 was a stretched version of the 737-700 launched on September 5, 1994. The -800 seats 162 passengers in a two-class or 189 passengers in a high-density, one-class layout. Launch customer Hapag-Lloyd Flug (now TUIfly) received the first one in April 1998.<ref>{{cite press release |url= https://boeing.mediaroom.com/1998-04-23-First-Boeing-Next-Generation-737-800-Goes-To-Hapag-Lloyd |title= First Boeing Next-Generation 737-800 Goes To Hapag-Lloyd |date= April 23, 1998 |publisher= Boeing |access-date= September 5, 2020 |archive-date= September 15, 2020 |archive-url= https://web.archive.org/web/20200915184844/https://boeing.mediaroom.com/1998-04-23-First-Boeing-Next-Generation-737-800-Goes-To-Hapag-Lloyd |url-status= live}}</ref> The -800 replaced directly the -400 and aging 727-200 of US airlines. It filled also the gap left by Boeing's decision to discontinue the MD-80 and [[Engineering:McDonnell Douglas MD-90|MD-90]] aircraft, following Boeing's merger with McDonnell Douglas. The 737-800 is the most widely used narrowbody aircraft and competes primarily with the Airbus A320.<ref name=B738>{{cite web|url=https://www.mro-network.com/airframe/boeing-737-800-not-expected-peak-until-2021|title=Inside MRO: Boeing 737-800 Not Expected To Peak Until 2021|last=Derber|first=Alex|date=June 14, 2018|publisher=Aviation Week & Space Technology|access-date=August 17, 2018|archive-url=https://web.archive.org/web/20180818052311/https://www.mro-network.com/airframe/boeing-737-800-not-expected-peak-until-2021|archive-date=August 18, 2018|url-status=live}}</ref>

==== 737-900 ====
[[File:Boeing 737-900ER N875DN Delta AL BWI MD1.jpg|thumb|A 737-900ER of [[Company:Delta Air Lines|Delta Airlines]]. This was the longest 737 variant until the 737 MAX 10 made its first flight in 2021.]]
The 737-900 was launched in 1997 and took its first flight on August 3, 2000. It retains the MTOW, fuel capacity, trading range for payload and also the exit configuration of the -800, limiting its seat capacity to approximately 177 in a two class and 189 in a high-density, one class layout. The launch customer Alaska Airlines received the delivery on May 15, 2001.{{citation needed|date=April 2022}}

The ''737-900ER'' (Extended Range) is the newest and largest variant of the 737NG generation. An additional pair of exit doors and a flat rear pressure bulkhead increased its seating capacity to 180 passengers in a two-class and up to 220 passengers in a one-class configuration.<ref>{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9dd07e4b4293722e86257dfc006774ca/$FILE/A16WE_Rev_54.pdf|title=FAA Type Certificate Data Sheet|access-date=July 1, 2015|archive-url=https://web.archive.org/web/20161225060506/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9dd07e4b4293722e86257dfc006774ca/$FILE/A16WE_Rev_54.pdf|archive-date=December 25, 2016|url-status=live}}</ref> The -900ER was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the [[Engineering:Airbus A321|Airbus A321]].

=== 737 MAX (fourth generation) ===
{{main|Engineering:Boeing 737 MAX}}

The ''Boeing 737 MAX'' is the name given to the main models 737 MAX 7/8/9/10 series and the higher-density MAX 200 variant of the Boeing 737 family. It is offered in four main variants, typically offering 138 to 230 seats and a range of {{Convert|3,215|to|3,825|nmi|abbr=~|lk=in}}. <!--Orders-->The 737 MAX&nbsp;7, MAX&nbsp;8 (including the denser, 200-seat MAX&nbsp;200), and MAX&nbsp;9 replace the 737-700, -800, and -900 respectively. The further stretched 737 MAX&nbsp;10 has also been added to the series. The main development was to re-engine with CFM LEAP-1B very high bypass ratio. On July 20, 2011, Boeing announced plans for a third major upgrade and respectively fourth generation of 737 series to be powered by the CFM LEAP-1B engine, with American Airlines intending to order 100 of these aircraft.<ref>{{cite press release |url= https://boeing.mediaroom.com/2011-07-20-Boeing-and-American-Airlines-Agree-on-Order-for-up-to-300-Airplanes |title= Boeing and American Airlines Agree on Order for up to 300 Airplanes |publisher= Boeing |date= July 20, 2011 |access-date= February 26, 2020 |archive-date= May 15, 2013 |archive-url= https://web.archive.org/web/20130515174119/http://boeing.mediaroom.com/index.php?s=43&item=1845 |url-status= live}}</ref>

On August 30, 2011, Boeing confirmed the launch of the 737 new engine variant, to be called the [[Engineering:Boeing 737 MAX|Boeing 737 MAX]].<ref>{{cite press release |url= http://boeing.mediaroom.com/index.php?item=1907 |title= Boeing Launches 737 New Engine Family with Commitments for 496 Airplanes from Five Airlines |publisher= Boeing |date= August 30, 2011 |access-date= August 30, 2011 |archive-date= March 25, 2012 |archive-url= https://web.archive.org/web/20120325125301/http://boeing.mediaroom.com/index.php?item=1907 |url-status= live}}</ref><ref>{{cite news |url= https://www.flightglobal.com/boeing-officially-launches-re-engined-737/101830.article |title= Boeing officially launches re-engined 737 |work= Flightglobal |date= August 30, 2011 |access-date= February 26, 2020 |archive-date= February 26, 2020 |archive-url= https://web.archive.org/web/20200226074024/https://www.flightglobal.com/boeing-officially-launches-re-engined-737/101830.article |url-status= live}}</ref><ref>{{cite news |author= Guy Norris |title= Boeing Board Gives Go-Ahead To Re-Engined 737 |url= http://aviationweek.com/awin/boeing-board-gives-go-ahead-re-engined-737 |work= Aviation Week |date= August 30, 2011|archive-url= https://web.archive.org/web/20170804230502/http://aviationweek.com/awin/boeing-board-gives-go-ahead-re-engined-737 |archive-date= August 4, 2017}}</ref> It was based on earlier 737 designs with more efficient LEAP-1B power plants, aerodynamic improvements (most notably split-tip [[Physics:Wingtip device|winglets]]), and airframe modifications. It competes with the [[Engineering:Airbus A320neo family|Airbus A320neo family]] that was launched in December 2010 and reached 1,029 orders by June 2011, breaking Boeing's monopoly with American Airlines, which had an order for 130 A320neos that July.<ref>{{cite news |url= https://www.nytimes.com/2011/07/21/business/global/american-places-record-order-with-2-jet-makers.html |title= American Orders 460 Narrow Jets from Boeing and Airbus |work= The New York Times |date= July 20, 2011 |access-date= August 24, 2017 |archive-date= June 18, 2018 |archive-url= https://web.archive.org/web/20180618203630/https://www.nytimes.com/2011/07/21/business/global/american-places-record-order-with-2-jet-makers.html |url-status= live}}</ref> The 737 MAX had its first flight on January 29, 2016, and gained FAA certification on March 8, 2017.<ref name=ST160129>{{cite web |url=http://www.seattletimes.com/business/boeing-aerospace/boeings-737-max-takes-off-on-first-flight/ |title=Boeing's 737 MAX takes wing with new engines, high hopes |date=January 29, 2016 |work=The Seattle Times |access-date=September 8, 2018 |archive-date=April 9, 2019 |archive-url=https://web.archive.org/web/20190409134614/https://www.seattletimes.com/business/boeing-aerospace/boeings-737-max-takes-off-on-first-flight/ |url-status=live}}</ref><ref name=FAA-TCDS>{{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/0970d54d00efbb9a862580de006a83cc/$FILE/A16WE_Rev_58.pdf |title= Type Certificate Data Sheet No. A16WE |date= March 8, 2017 |publisher= FAA |access-date= September 8, 2018 |archive-date= November 13, 2017 |archive-url= https://web.archive.org/web/20171113165744/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/0970d54d00efbb9a862580de006a83cc/$FILE/A16WE_Rev_58.pdf |url-status= live}}</ref> The first delivery was a MAX&nbsp;8 on May 6, 2017, to Lion Air's subsidiary Malindo Air,<ref name=Flight16may2017>{{cite news |url= https://www.flightglobal.com/news/articles/boeing-delivers-first-737-max-437289/ |title= Boeing delivers first 737 Max |date= May 16, 2017 |author= Stephen Trimble |work= Flightglobal |access-date= September 8, 2018 |archive-date= December 29, 2018 |archive-url= https://web.archive.org/web/20181229205216/https://www.flightglobal.com/news/articles/boeing-delivers-first-737-max-437289/ |url-status= live}}</ref> which put it into service on May 22, 2017.<ref name=Flight22may2017>{{cite news |url=https://www.flightglobal.com/news/articles/malindo-operates-worlds-first-737-max-flight-437454/ |title=Malindo operates world's first 737 Max flight |author=Hashim Firdaus |date=May 22, 2017 |work=FlightGlobal |access-date=August 19, 2017 |archive-date=November 13, 2018 |archive-url=https://web.archive.org/web/20181113205531/https://www.flightglobal.com/news/articles/malindo-operates-worlds-first-737-max-flight-437454/ |url-status=live}}</ref> {{as of|2019|January}}, the series has received 5,011 firm orders.<ref name="O_D_summ" />

In March 2019, civil aviation authorities around the world grounded the 737 MAX following two hull loss crashes which caused 346 deaths.<ref name=nyt-maxgroundings>{{Cite news|url=https://www.nytimes.com/2019/03/13/business/canada-737-max.html|title=Trump Announces Ban of Boeing 737 Max Flights|last1=Austen|first1=Ian|date=March 13, 2019|work={{wipe|The New York Times}}|last2=Gebrekidan|first2=Selam|access-date=January 3, 2020|archive-date=September 13, 2019|archive-url=https://web.archive.org/web/20190913163144/https://www.nytimes.com/2019/03/13/business/canada-737-max.html|url-status=live}}</ref> On December 16, 2019, Boeing announced that it would suspend production of the 737 MAX from January 2020,<ref name=Boeing16dec2019>{{cite press release |url= https://boeing.mediaroom.com/2019-12-16-Boeing-Statement-Regarding-737-MAX-Production |title= Boeing Statement Regarding 737 MAX Production |date= December 16, 2019 |publisher= Boeing |access-date= January 9, 2020 |archive-date= December 17, 2019 |archive-url= https://web.archive.org/web/20191217161043/https://boeing.mediaroom.com/2019-12-16-Boeing-Statement-Regarding-737-MAX-Production |url-status= live}}</ref> which was resumed in May 2020. In the midyear 2020, the FAA and Boeing conducted a series of recertification test flights.<ref name="FAAflighttestscompleted">{{cite web |title=FAA Updates on Boeing 737 MAX |url=https://www.faa.gov/news/updates/?newsId=93206 |website=www.faa.gov |access-date=July 2, 2020 |date=July 1, 2020 |archive-date=September 1, 2019 |archive-url=https://web.archive.org/web/20190901092700/https://www.faa.gov/news/updates/?newsId=93206 |url-status=live}}</ref> On November 18, 2020, the FAA cleared the MAX to return to service. Before the aircraft can fly again, repairs must be implemented and airlines' training programs must be approved. Passenger flights in the U.S. are expected to resume before the end of the year.<ref name="SeattleTimesUngrounding">{{cite news |last1=Gates |first1=Dominic |url=https://www.seattletimes.com/business/boeing-aerospace/boeing-737-max-can-return-to-the-skies-says-faa/ |work=Seattle Times|date=November 18, 2020 |title=Boeing 737 MAX can return to the skies, FAA says |access-date=November 18, 2020 |archive-date=November 30, 2020 |archive-url=https://web.archive.org/web/20201130042530/https://www.seattletimes.com/business/boeing-aerospace/boeing-737-max-can-return-to-the-skies-says-faa/ |url-status=live}}</ref> Worldwide, the first airline to resume passenger service was Brazilian low-cost [[Company:Gol Transportes Aéreos|Gol]], on December 9, 2020.<ref>{{cite news |title=Boeing 737 Max: Brazilian airline resumes passenger flights |url=https://www.bbc.com/news/world-latin-america-55243961 |work=BBC News |date=December 9, 2020 |access-date=December 9, 2020 |archive-date=December 9, 2020 |archive-url=https://web.archive.org/web/20201209142253/https://www.bbc.com/news/world-latin-america-55243961 |url-status=live}}</ref>

==== 737 MAX 7 ====

The 737 MAX 7, a shortened variant of the MAX&nbsp;8, was originally based on the 737-700, flying {{Convert|1,000|nmi}} farther and accommodating two more seat rows at 18% lower fuel costs per seat.<ref>{{cite news |url= https://airwaysmag.com/industry/boeing-737-max-sparkles-as-max-7-5-10x-loom/ |title= Farnborough: Boeing's Execution on 737 MAX Sparkles as MAX 7.5 and MAX 10X Loom |work= Airways Magazine |date= July 10, 2016 |access-date= September 6, 2020 |archive-date= July 11, 2016 |archive-url= https://web.archive.org/web/20160711115643/https://airwaysmag.com/industry/boeing-737-max-sparkles-as-max-7-5-10x-loom/ |url-status= live}}</ref><ref name=FG_Max_7_redesign>{{cite news |url= https://www.flightglobal.com/news/articles/farnborough-boeing-confirms-737-max-7-redesign-427190/ |title= Boeing confirms 737 Max 7 redesign |publisher= FlightGlobal |date= July 11, 2016 |access-date= September 6, 2020 |archive-date= November 29, 2019 |archive-url= https://web.archive.org/web/20191129034102/https://www.flightglobal.com/news/articles/farnborough-boeing-confirms-737-max-7-redesign-427190/ |url-status= live}}</ref> The redesign uses the 737-8 wing and landing gear; a pair of over-wing exits rather than the single-door configuration; a {{Convert|46|in|mm|adj=mid|-longer}} aft fuselage and a {{Convert|30|in|mm|adj=mid|-longer}} longer forward fuselage; structural re-gauging and strengthening; and systems and interior modifications to accommodate the longer length.<ref name=AIN160711>{{cite web |url= http://www.ainonline.com/aviation-news/air-transport/2016-07-12/boeing-upscales-737-700 |title= Boeing Upscales 737-700 |work= Aviation International News |date= July 12, 2016 |access-date= September 6, 2020 |archive-date= May 27, 2021 |archive-url= https://web.archive.org/web/20210527120649/https://www.ainonline.com/aviation-news/aerospace/2016-07-12/boeing-upscales-737-max-7 |url-status= live}}</ref> Entry into service with launch operator Southwest Airlines was expected in January 2019, but the airline deferred these orders until 2023–2024.<ref name=Flight4oct2017>{{cite news |url= https://www.flightglobal.com/news/articles/boeing-starts-building-first-737-max-7-441830/ |title= Boeing starts building first 737 Max 7 |date= October 4, 2017 |first= Stephen |last= Trimble |publisher= FlightGlobal |access-date= September 6, 2020 |archive-date= May 10, 2019 |archive-url= https://web.archive.org/web/20190510153352/https://www.flightglobal.com/news/articles/boeing-starts-building-first-737-max-7-441830/ |url-status= live}}</ref><ref name=Flight2Jan2018>{{cite news |url= https://www.flightglobal.com/news/articles/southwest-converts-options-for-40-more-737-max-8s-444563/ |title= Southwest converts options for 40 more 737 Max 8s |date= January 2, 2018 |first= Ghim-Lay |last= Yeo |publisher= FlightGlobal |access-date= September 6, 2020 |archive-date= April 9, 2019 |archive-url= https://web.archive.org/web/20190409131120/https://www.flightglobal.com/news/articles/southwest-converts-options-for-40-more-737-max-8s-444563/ |url-status= live}}</ref> The 737 MAX 7 replaced the 737-700 and was predicted to carry 12 more passengers and fly {{Convert|400|nmi}} farther than the competing Airbus A319neo with 7% lower operating costs per seat.<ref name=AvWeek16mar2018>{{cite news |url= http://aviationweek.com/new-civil-aircraft/boeing-begins-737-7-flight-test-program |title= Boeing Begins 737-7 Flight Test Program |date= March 16, 2018 |first= Guy |last= Norris |work= Aviation Week Network |access-date= September 6, 2020 |archive-date= October 17, 2018 |archive-url= https://web.archive.org/web/20181017221034/http://aviationweek.com/new-civil-aircraft/boeing-begins-737-7-flight-test-program |url-status= live}}</ref>

==== 737 MAX 8 ====
[[File:9M-LRD (37495597164).jpg|thumb|The Boeing 737 MAX 8 entered service with Malindo Air (wearing Batik Air Malaysia livery).]]

The 737 MAX 8, the first variant of the 737 MAX, has a longer fuselage than the MAX 7. On July 23, 2013, Boeing completed the firm configuration for the 737 MAX 8.<ref>[http://boeing.mediaroom.com/2013-07-23-Boeing-Completes-737-MAX-8-Firm-Configuration "Boeing Completes 737 MAX 8 Firm Configuration"] {{Webarchive|url=https://web.archive.org/web/20150923052701/http://boeing.mediaroom.com/2013-07-23-Boeing-Completes-737-MAX-8-Firm-Configuration |date=September 23, 2015}}. Boeing, July 23, 2013.</ref> Its first commercial flight was operated by Malindo Air on May 22, 2017. The MAX 8 replaced the 737-800 and competed with the A320neo.

The ''737 MAX 200'', a high-density version of the 737 MAX 8, was launched in September 2014 and named for seating for up to 200 passengers in a single-class layout with slimline seats requiring an extra pair of [[Engineering:Emergency exit#Aircraft|exit doors]]. The MAX 200 would be 20% more cost-efficient per seat, including 5% lower operating costs than the MAX 8 and would be the most efficient narrow-body on the market when entering service.<ref>{{cite press release |title= Boeing Launches 737 MAX 200 with Ryanair |url= http://boeing.mediaroom.com/2014-09-08-Boeing-Launches-737-MAX-200-with-Ryanair |publisher= Boeing |date= September 8, 2014 |access-date= September 6, 2020 |archive-date= September 9, 2014 |archive-url= https://web.archive.org/web/20140909004548/http://boeing.mediaroom.com/2014-09-08-Boeing-Launches-737-MAX-200-with-Ryanair |url-status= live}}</ref> In mid-November 2018, the first MAX 200 of the 135 ordered by Ryanair rolled out, in a 197-seat configuration.<ref>{{cite news |last1=Noëth |first1=Bart |title=Ryanair's first Boeing 737 MAX 200 aircraft has rolled out of Boeing's final assembly line |url=https://www.aviation24.be/airlines/ryanair/first-boeing-737-max-200-aircraft-rolled-out-boeing-final-assembly-line/ |work=Aviation24.be |date=November 19, 2018 |access-date=September 6, 2020 |archive-date=August 17, 2020 |archive-url=https://web.archive.org/web/20200817201156/https://www.aviation24.be/airlines/ryanair/first-boeing-737-max-200-aircraft-rolled-out-boeing-final-assembly-line/ |url-status=live}}</ref> It was first flown from Renton on January 13, 2019, and was due to enter service in April 2019.<ref>{{cite news |url= http://aviationweek.com/awincommercial/first-high-capacity-boeing-737-8-enters-flight-test |title= First High-Capacity Boeing 737-8 Enters Flight Test Jan 23, 2019 Guy Norris |work= Aviation Week Network |access-date= September 6, 2020 |archive-date= January 26, 2019 |archive-url= https://web.archive.org/web/20190126163514/http://aviationweek.com/awincommercial/first-high-capacity-boeing-737-8-enters-flight-test |url-status= live}}</ref><ref>{{cite news |last1=Clark |first1=Oliver |title=Ryanair Max to make debut at Stansted |url=https://www.flightglobal.com/news/articles/ryanair-max-to-make-debut-at-stansted-455782/ |publisher=FlightGlobal |date=February 14, 2019 |access-date=September 6, 2020 |archive-date=November 29, 2019 |archive-url=https://web.archive.org/web/20191129034052/https://www.flightglobal.com/news/articles/ryanair-max-to-make-debut-at-stansted-455782/ |url-status=live}}</ref>

==== 737 MAX 9 ====
[[File:UP-B3727 SCAT Airlines Boeing 737-9 MAX MSN 65902 VGHS.jpg|thumb|A 737 MAX 9 of Kazakhstan SCAT Airlines.]]
The 737 MAX 9, the stretched variant of the MAX 8, was launched with an order of 201 aircraft in February 2012. It made its roll-out on March 7, 2017, and first flight on April 13, 2017;<ref>{{cite news |url= http://www.seattletimes.com/business/boeing-aerospace/boeings-737-max-9-ready-for-first-flight-thursday/ |title= Boeing's 737 MAX 9 takes off on first flight |date= April 13, 2017 |newspaper= The Seattle Times |access-date= September 6, 2020 |archive-date= August 18, 2020 |archive-url= https://web.archive.org/web/20200818071518/https://www.seattletimes.com/business/boeing-aerospace/boeings-737-max-9-ready-for-first-flight-thursday/ |url-status= live}}</ref> It was certified by February 2018.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/boeing-737-max-9-receives-certification-445995/ |title= Boeing 737 Max 9 receives certification |date= February 16, 2018 |first= Stephen |last= Trimble |publisher= FlightGlobal |access-date= September 6, 2020 |archive-date= May 10, 2019 |archive-url= https://web.archive.org/web/20190510153424/https://www.flightglobal.com/news/articles/boeing-737-max-9-receives-certification-445995/ |url-status= live}}</ref> The launch customer, Lion Air Group, took the first MAX 9 on March 21, 2018, before entering service with Thai Lion Air.<ref name=Boeing21mar2018>{{cite press release |url= http://boeing.mediaroom.com/2018-03-21-Boeing-Delivers-First-737-MAX-9 |title= Boeing Delivers First 737 MAX 9 |date= March 21, 2018 |publisher= Boeing |access-date= September 6, 2020 |archive-date= September 11, 2020 |archive-url= https://web.archive.org/web/20200911160746/https://boeing.mediaroom.com/2018-03-21-Boeing-Delivers-First-737-MAX-9 |url-status= live}}</ref> The 737 MAX 9 replaced the 737-900 and competes with the [[Engineering:Airbus A321neo|Airbus A321neo]].

==== 737 MAX 10 ====
[[File:Boeing 737 MAX 10 model ILA 2018.png|thumb|A 737 MAX 10 model from the 2018 Berlin Airshow. This variant has yet to be certified as of December 2023]]
The 737 MAX 10 was proposed as a stretched MAX 9 in mid-2016, enabling seating for 230 in a single class or 189 in two-class layout, compared to 193 in two-class seating for the A321neo. The modest {{Convert|66|in|m|adj=on|abbr=out}} stretch of fuselage enables the MAX 10 to retain the existing wing and CFM Leap 1B engine from the MAX 9 with a trailing-link main landing gear as the only major change.<ref>{{cite news |url= http://aviationweek.com/technology/boeing-defines-final-737-max-stretch-offering |title= Boeing Defines Final 737 MAX Stretch Offering |date= January 10, 2017 |first= Guy |last= Norris |work= Aviation Week & Space Technology |access-date= September 6, 2020 |archive-date= January 31, 2017 |archive-url= https://web.archive.org/web/20170131222215/http://aviationweek.com/technology/boeing-defines-final-737-max-stretch-offering |url-status= live}}</ref> The MAX 10 was launched on June 19, 2017, with 240 orders and commitments from more than ten customers.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/paris-boeing-launches-737-max-10-438370/ |title= Boeing launches 737 Max 10 |date= June 19, 2017 |first= Stephen |last= Trimble |publisher= Flightglobal |access-date= September 6, 2020 |archive-date= May 10, 2019 |archive-url= https://web.archive.org/web/20190510153358/https://www.flightglobal.com/news/articles/paris-boeing-launches-737-max-10-438370/ |url-status= live}}</ref> The variant configuration with a predicted 5% lower trip cost and seat cost compared to the A321neo was firmed up by February 2018, and by mid-2018, the critical design review was completed.<ref>{{cite news |url= http://www.boeingblogs.com/randy/archives/2017/03/max_10x_1.html |title= MAX 10X |first= Randy |last= Tinseth |date= March 6, 2017 |publisher= Boeing |access-date= September 6, 2020 |archive-date= November 26, 2017 |archive-url= https://web.archive.org/web/20171126185251/http://www.boeingblogs.com/randy/archives/2017/03/max_10x_1.html |url-status= live}}</ref><ref>{{cite press release |url= http://boeing.mediaroom.com/2018-02-06-Boeing-737-MAX-10-Reaches-Firm-Configuration |title= Boeing 737 MAX 10 Reaches Firm Configuration |date= February 6, 2018 |publisher= Boeing |access-date= September 6, 2020 |archive-date= September 19, 2020 |archive-url= https://web.archive.org/web/20200919105022/https://boeing.mediaroom.com/2018-02-06-Boeing-737-MAX-10-Reaches-Firm-Configuration |url-status= live}}</ref> The MAX 10 has a similar capacity to the A321XLR, but shorter range and much poorer field performance in smaller airports.<ref>{{cite news |title=Why the A321XLR makes sense for Alaska Airlines |url=https://leehamnews.com/2020/02/23/why-the-a321xlr-makes-sense-for-alaska-airlines/ |access-date=February 24, 2020 |work=Leeham News and Analysis |date=February 23, 2020 |archive-date=March 12, 2021 |archive-url=https://web.archive.org/web/20210312173432/https://leehamnews.com/2020/02/23/why-the-a321xlr-makes-sense-for-alaska-airlines/ |url-status=live}}</ref> It was unveiled in Boeing's Renton factory on November 22, 2019, and scheduled for first flight in 2020.<ref>{{cite press release |url= https://boeing.mediaroom.com/news-releases-statements?item=130578 |title= Boeing 737 MAX 10 Makes its Debut |date= November 22, 2019 |publisher= Boeing |access-date= September 6, 2020 |archive-date= September 15, 2020 |archive-url= https://web.archive.org/web/20200915173156/https://boeing.mediaroom.com/news-releases-statements?item=130578 |url-status= live}}</ref><ref>{{cite news |url=https://www.chicagotribune.com/business/chi-boeing-new-airplane-20141105-story.html |title=Boeing plans to develop new airplane to replace 737 Max by 2030 |date=November 5, 2014 |work=Chicago Tribune |url-status=live |archive-url= https://web.archive.org/web/20141112215116/http://www.chicagotribune.com/business/breaking/chi-boeing-new-airplane-20141105-story.html |archive-date=November 12, 2014}}</ref> Boeing also considered parallel development with the 757 replacement, similar to the development of the 757 and 767 in the 1970s.<ref name=awnNeo>{{cite news |url=http://aviationweek.com/commercial-aviation/boeing-revisits-past-hunt-737757-successors |title=Boeing Revisits Past In Hunt For 737/757 Successors |work=Aviation Week & Space Technology |last=Guy Norris and Jens Flottau |date=December 12, 2014 |access-date=December 14, 2014 |archive-url= https://web.archive.org/web/20141214161620/http://aviationweek.com/commercial-aviation/boeing-revisits-past-hunt-737757-successors |archive-date=December 14, 2014 |url-status=live}}</ref>

In the late 2010s, Boeing worked on a medium-range Boeing New Midsize Airplane (NMA) with two variants seating 225 or 275 passengers and targeting the same market segment as the 737 MAX 10 and the Airbus A321neo.<ref name=aw20180207>{{cite news |url= http://aviationweek.com/commercial-aviation/boeing-still-lot-be-decided-nma |title= Boeing: Still 'A Lot' To Be Decided On NMA |date= February 7, 2018 |author= Michael Bruno |work= Aviation Week Network |access-date= January 24, 2020 |archive-date= October 10, 2018 |archive-url= https://web.archive.org/web/20181010094223/http://aviationweek.com/commercial-aviation/boeing-still-lot-be-decided-nma |url-status= live}}</ref> A Future Small Airplane (FSA) was also touted during this period.<ref name="aircurrent-20191028">{{cite news |title=Boeing's NMA in doubt as airlines take fresh look at 737 Max & 757 replacement |url=https://theaircurrent.com/aircraft-development/boeings-nma-in-doubt-as-airlines-take-fresh-look-at-737-max-757-replacement/ |work=The Air Current |date=October 28, 2019 |access-date=January 24, 2020 |archive-date=October 30, 2019 |archive-url=https://web.archive.org/web/20191030072027/https://theaircurrent.com/aircraft-development/boeings-nma-in-doubt-as-airlines-take-fresh-look-at-737-max-757-replacement/ |url-status=live}}</ref>
The NMA project was set aside in January 2020, as Boeing focused on returning the 737 MAX to service and announced that it would be taking a new approach to future projects.<ref name=Flight23jan2020>{{cite news |url= https://www.flightglobal.com/air-transport/boeing-to-take-another-clean-sheet-to-nma-with-focus-on-pilots/136296.article |title= Boeing to take another 'clean sheet' to NMA with focus on pilots |author= Jon Hemmerdinger |date= January 23, 2020 |work= flightglobal |access-date= January 24, 2020 |archive-date= January 25, 2020 |archive-url= https://web.archive.org/web/20200125100748/https://www.flightglobal.com/air-transport/boeing-to-take-another-clean-sheet-to-nma-with-focus-on-pilots/136296.article |url-status= live}}</ref>

== Design ==
The 737 continued to evolve into many variants but still remains recognisable as the 737. These are divided into four generations but all are based on the same basic design.

=== Airframe ===
The fuselage cross section and nose are derived from that of the [[Engineering:Boeing 707|Boeing 707]] and [[Engineering:Boeing 727|Boeing 727]]. Early 737 cockpits also inherited the "eyebrow windows" positioned above the main glareshield, which were a feature of the original 707 and 727<ref name="eyebrow">{{cite web |url=http://www.ppgaerospace.com/getmedia/ba64914b-c114-46bb-8cc4-c2ab09d440ee/B737_TD_FINAL.pdf.aspx?ext=.pdf |title=Cockpit Windows Next-Generation 737, Classic 737, 727, 707 Airplanes |publisher=PPG Aerospace Transparencies |access-date=August 27, 2015 |archive-date=September 4, 2015 |archive-url=https://web.archive.org/web/20150904131052/http://www.ppgaerospace.com/getmedia/ba64914b-c114-46bb-8cc4-c2ab09d440ee/B737_TD_FINAL.pdf.aspx?ext=.pdf |url-status=live}}</ref> to allow for better crew visibility.<ref>{{cite web |title=Boeing Next-Generation 737 Gets a Face-Lift |url=http://boeing.mediaroom.com/2005-01-26-Boeing-Next-Generation-737-Gets-a-Face-Lift |website=Boeing Media Room |publisher=Boeing |access-date=March 25, 2018 |archive-date=March 26, 2018 |archive-url=https://web.archive.org/web/20180326064213/http://boeing.mediaroom.com/2005-01-26-Boeing-Next-Generation-737-Gets-a-Face-Lift |url-status=live}}</ref> Contrary to popular belief, these windows were not intended for [[Astronomy:Celestial navigation|celestial navigation]]<ref>{{cite web |last1=Wallace |first1=James |title=Aerospace Notebook: New Boeing 717 design is bound to lift quite a few eyebrows |url=https://www.seattlepi.com/business/article/Aerospace-Notebook-New-Boeing-717-design-is-1085849.php |website=seattlepi.com |date=April 24, 2002 |publisher=Hearst Seattle Media, LLC |access-date=March 25, 2018 |archive-date=July 3, 2018 |archive-url=https://web.archive.org/web/20180703075821/https://www.seattlepi.com/business/article/Aerospace-Notebook-New-Boeing-717-design-is-1085849.php |url-status=live}}</ref> (only the military T-43A had a sextant port for star navigation, which the civilian models lacked.){{sfn|Sharpe|Shaw|2001|p=[https://archive.org/details/boeing737100200a00mich/page/37 37]|ps=}} With modern avionics, the windows became redundant, and many pilots placed newspapers or other objects in them to block out sun glare. They were eliminated from the 737 cockpit design in 2004, although they are still installed on customer request.{{sfn|Brady|2014|pages=144–145}} The eyebrow windows were sometimes removed and plugged, usually during maintenance overhauls, and can be distinguished by the metal plug which differs from the smooth metal in later aircraft that were not originally fitted with the windows.{{sfn|Brady|2014|pages=144–145}}

The 737's main landing gear, under the wings at mid-cabin, rotates into wheel wells in the aircraft's belly. The legs are covered by partial doors, and "brush-like" seals aerodynamically smooth (or "fair") the wheels in the wells. The sides of the tires are exposed to the air in flight. "Hub caps" complete the aerodynamic profile of the wheels. It is forbidden to operate without the caps, because they are linked to the ground speed sensor that interfaces with the anti-skid brake system. The dark circles of the tires are clearly visible when a 737 takes off, or is at low altitude.<ref>Dekkers, Daniel, et al. (Project 2A2H). [home.deds.nl/~hink07/Report.pdf "Analysis Landing Gear 737-500."]{{dead link|date=November 2014}} ''Hogeschool van Amsterdam. Aviation Studies.'' October 2008. Retrieved: August 20, 2011.</ref>

From July 2008, the steel landing gear [[Engineering:Brake|brake]]s on new NGs were replaced by Messier-Bugatti carbon brakes, achieving weight savings to {{Convert|550|–|700|lb}} depending on whether standard or high-capacity brakes were equipped.<ref name=cfb>Volkmann, Kelsey. [http://www.bizjournals.com/stlouis/stories/2008/08/04/daily27.html "Boeing gets OK for new carbon brakes."] {{Webarchive|url=https://web.archive.org/web/20081008094401/http://www.bizjournals.com/stlouis/stories/2008/08/04/daily27.html |date=October 8, 2008}} ''St. Louis Business Journal'' via ''bizjournals.com.'' Retrieved: April 22, 2010.</ref> On a 737-800 this gives a 0.5% improvement in fuel efficiency.<ref>Wilhelm, Steve. [http://www.bizjournals.com/seattle/stories/2008/08/11/story13.html "Mindful of rivals, Boeing keeps tinkering with its 737."] {{Webarchive|url=https://web.archive.org/web/20121026075536/http://www.bizjournals.com/seattle/stories/2008/08/11/story13.html |date=October 26, 2012}} ''Puget Sound Business Journal'', August 8, 2008. Retrieved: January 21, 2011.</ref>

737s are not equipped with fuel dump systems. The original design was too small to require this, and adding a fuel dump system to the later, larger variants would have incurred a large weight penalty. Boeing instead demonstrated an "equivalent level of safety". Depending on the nature of the emergency, 737s either circle to burn off fuel or land overweight. If the latter is the case, the aircraft is inspected by maintenance personnel for damage and then returned to service if none is found.<ref>{{cite web|title=Boeing Commercial Aircraft – In-Flight Fuel Jettison Capability |url=http://www.boeing.com/assets/pdf/commercial/airports/faqs/fueldump.pdf |publisher=Boeing |access-date=November 23, 2014 |archive-date=March 10, 2015 |archive-url= https://web.archive.org/web/20150310192604/http://www.boeing.com/assets/pdf/commercial/airports/faqs/fueldump.pdf|url-status=live}}</ref><ref>Cheung, Humphrey. [http://www.tgdaily.com/trendwatch-features/39149-troubled-american-airlines-jet-lands-safely-at-lax "Troubled American Airlines jet lands safely at LAX."] {{Webarchive|url=https://web.archive.org/web/20120606152043/http://www.tgdaily.com/trendwatch-features/39149-troubled-american-airlines-jet-lands-safely-at-lax |date=June 6, 2012}} ''tgdaily.com,'' September 2, 2008. Retrieved: August 20, 2011.</ref>

<gallery mode="packed" heights="160">
File:Boeing 737-200 planform view.jpg|The original 737 with JT8D engines that span the entire [[Astronomy:Chord (aeronautics)|wing chord]]
File:Transaero b737-400 planform ei-cxk arp.jpg|The 737 Classic with larger CFM56s
File:Boeing 737-79P, China Eastern Airlines JP6128143.jpg|alt=The 737NG with improved CFM56-7 engines|The 737NG with improved CFM56-7 engines&nbsp;
File:PK-LQJ.jpg|The 737 MAX has larger CFM LEAP engines with chevrons.
</gallery>

=== Engines ===
Engines on the 737 Classic series (-300, -400, -500) and 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 737 Classic series featured [[Engineering:CFM International CFM56|CFM56]] high bypass [[Engineering:Turbofan|turbofan]] engines, which were 25% more efficient and also reduced noise significantly over JT8D low bypass engines used on the 737 Original series (-100 and -200), but also posed an engineering challenge given the low ground clearance of the Boeing 737 family. Boeing and engine supplier [[Company:CFM International|CFM International]] (CFMI) solved the problem by placing the engine ahead of (rather than below) the wing, and by moving engine accessories to the sides (rather than the bottom) of the engine pod, giving the 737 Classic and later generations a distinctive non-circular air intake.{{sfn|Endres|2001|p=128|ps=}}

The improved, higher pressure ratio [[Engineering:CFM International CFM56|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 {{Convert|1.76|m|in|order=flip}} fan diameter. These engines were expected to be 10-12% more efficient than the CFM56-7B engines on the 737 Next Generation series.<ref>{{cite news |last= Ostrower |first= Jon |url= http://www.flightglobal.com/articles/2011/08/30/361428/boeing-designates-737-max-family.html |archive-url= https://web.archive.org/web/20110925210731/http://www.flightglobal.com/articles/2011/08/30/361428/boeing-designates-737-max-family.html |archive-date= September 25, 2011 |title= Boeing designates 737 MAX family |date= August 30, 2011 |work=Air Transport Intelligence |access-date =September 5, 2011}}</ref>

{{multiple image
 |align = center
 |width = 
 |image1 = Boeing 737-200 (Brasilia Air Base) JT8D.jpg
 |width1 = 180
 |caption1 = 737-200 JT8D engine with original cowling design
 |image2 = Boeing 737-400 Engine.JPG
 |width2 = 170
 |caption2 = 737-400 CFM56 engine with an ovoid "hamster pouch" inlet with a flattened bottom
 |image3 = CFM-56 Lauda 737.jpg
 |width3 = 177
 |caption3 = 737-800 CFM56 engine with a more rounded inlet versus the -400 due to a redesigned fan in the engine
 |image4 = Boeing 737-9 MAX CFM LEAP-1B PAS.jpg
 |width4 = 184
 |caption4 = 737 MAX 9 CFM LEAP-1B engine with 787-derived engine chevrons
}}

=== Flight systems ===
The 737 uses a hydro-mechanical flight control system,<ref name="Leeham1">{{Cite web|url=https://leehamnews.com/2019/08/09/bjorns-corner-fly-by-steel-or-electrical-wire-part-3/|title=Bjorn's Corner: Fly by steel or electrical wire, Part 3|last=leehamcoeu|date=August 9, 2019|website=Leeham News and Analysis|language=en-US|access-date=January 10, 2020|archive-date=July 27, 2020|archive-url=https://web.archive.org/web/20200727020948/https://leehamnews.com/2019/08/09/bjorns-corner-fly-by-steel-or-electrical-wire-part-3/|url-status=live}}</ref> similar to the Boeing 707 and typical of the period in which the 737 was originally designed. Pilot commands are transmitted to hydraulic boosters attached to the control surfaces via steel cables that run through the fuselage and wings, rather than by the electrical [[Fly-by-wire|fly-by-wire]] systems found in more recent designs like the Airbus A320 or Boeing 777.<ref name="Leeham1" />

The primary flight controls have mechanical backups. In the event of total hydraulic system failure or double engine failure, they will automatically and seamlessly revert to control via servo tab. In this mode, termed ''manual reversion'', the servo tabs aerodynamically control the elevators and ailerons; these servo tabs are in turn controlled by cables running to the control yoke. The pilot's muscle forces alone control the tabs.

The 737 Next Generation series introduced a six-screen [[Engineering:Liquid-crystal display|LCD]] [[Engineering:Glass cockpit|glass cockpit]] with modern avionics but designed to retain crew commonality with previous 737 generations.<ref>{{cite web |url=http://theflyingengineer.com/flightdeck/boeings-max-southwests-737/ |title=Boeing's MAX, Southwest's 737 |publisher=theflyingengineer |access-date=August 27, 2015 |date=December 13, 2011 |archive-date=September 7, 2015 |archive-url=https://web.archive.org/web/20150907035228/http://theflyingengineer.com/flightdeck/boeings-max-southwests-737/ |url-status=live}}</ref>
The 737 MAX introduced a 4 15.1 inch landscape LCD screen cockpit manufactured by [[Company:Rockwell Collins|Rockwell Collins]] derived from the [[Engineering:Boeing 787 Dreamliner|Boeing 787 Dreamliner]]. Except for the [[Engineering:Spoiler (aeronautics)|spoilers]], which are fly-by-wire controlled, and all the analog instruments, which became digital, everything else is similar to the cockpits of the previous 737 generations to maintain commonality.{{citation needed|date=June 2021}}

{{multiple image
| align             = center
| image1            = Boeing 737-2V6 Advanced Cockpit Dubai Air Show Ryabtsev.jpg
| width1            = 180
| caption1          = Original 737-200 cockpit
| image2            = Cockpit of 737-300 LN-KKU.jpg
| width2            = 180
| caption2          = Classic 737-300 cockpit
| image3            = S7 Airlines Boeing 737-8ZS flight deck Beltyukov.jpg
| width3            = 180
| caption3          = Next Generation 737-800 cockpit
| image4            = 737 Max Cockpit.jpg
| width4            = 160
| caption4          = 737 MAX 8 cockpit
}}

=== Aerodynamics ===
The Original -100 and -200 series were built without wingtip devices, but these were later introduced to improve fuel efficiency. The 737 has evolved four winglet types: the 737-200 Mini-winglet, 737 Classic/NG Blended Winglet, 737 Split Scimitar Winglet, and 737 MAX Advanced Technology Winglet.{{sfn|Brady|2014|pages=144–145}} The 737-200 Mini-winglets are part of the Quiet Wing Corp modification kit that received certification in 2005.{{sfn|Brady|2014|pages=144–145}}

Blended winglets were standard on the 737 NG and are available for retrofit on 737 Classic models. These winglets stand approximately {{Convert|8|ft|m}} tall and are installed at the wing tips. They improve fuel efficiency by up to 5% through lift-induced drag reduction achieved by moderating [[Physics:Wingtip vortices|wingtip vortices]].<ref>{{cite web |url=http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/pdfs/AERO_Q309_article03.pdf |title=Blended winglets improve performance |work=Aero Magazine |year=2009 |access-date=July 27, 2011 |last=Freitag |first=William |author2=Schulze, Terry |pages=9, 12 |archive-date=June 29, 2011 |archive-url=https://web.archive.org/web/20110629121337/http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/pdfs/AERO_Q309_article03.pdf |url-status=live}}</ref><ref name="blended_winglets">{{cite web |url=http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |title=Blended Winglets |last1=Faye |first1=Robert |year=2002 |last2=Laprete |first2=Robert |last3=Winter |first3=Michael |work=Aero Magazine |access-date=July 27, 2011 |archive-date=June 29, 2011 |archive-url=https://web.archive.org/web/20110629044709/http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |url-status=live}}</ref>

Split Scimitar winglets became available in 2014 for the 737-800, 737-900ER, BBJ2 and BBJ3, and in 2015 for the 737-700, 737-900 and BBJ1.<ref>{{cite web |title = Split Scimitar Schedules |url = http://www.aviationpartnersboeing.com/products_splitscimitar_schedules.php |website = aviationpartnersboeing.com |access-date = May 29, 2015 |archive-date = May 20, 2015 |archive-url = https://web.archive.org/web/20150520160554/http://www.aviationpartnersboeing.com/products_splitscimitar_schedules.php |url-status = live}}</ref> Split Scimitar winglets were developed by [[Company:Aviation Partners|Aviation Partners]], the same Seattle-based corporation that developed the blended winglets; the Split Scimitar winglets produce up to a 5.5% fuel savings per aircraft compared to 3.3% savings for the blended winglets. Southwest Airlines flew their first flight of a 737-800 with Split Scimitar winglets on April 14, 2014.<ref>{{cite web |title = Southwest flies first 737 with new 'split scimitar' winglets |website = [[Software:USA Today|USA Today]] |url = https://www.usatoday.com/story/todayinthesky/2014/04/10/southwest-flies-first-737-with-new-split-scimitar-winglets/7552849/ |access-date = May 29, 2015 |archive-date = March 15, 2015 |archive-url = https://web.archive.org/web/20150315171924/http://www.usatoday.com/story/todayinthesky/2014/04/10/southwest-flies-first-737-with-new-split-scimitar-winglets/7552849/ |url-status = live}}</ref> The next generation 737, 737 MAX, will feature an Advanced Technology (AT) Winglet that is produced by Boeing. The Boeing AT Winglet resembles a cross between the Blended Winglet and the Split Scimitar Winglet.<ref name="modwinglet">{{cite web |url=https://mme.fiu.edu/wp-content/uploads/2013/12/F13-OR-T-10.pdf |title=Design, Analysis and Multi-Objective Constrained Optimization of Multi-Winglets |publisher=Florida International University |access-date=August 27, 2015 |archive-date=September 4, 2015 |archive-url=https://web.archive.org/web/20150904131054/https://mme.fiu.edu/wp-content/uploads/2013/12/F13-OR-T-10.pdf |url-status=live}}</ref>

An optional Enhanced Short Runway Package was developed for use on short runways.

{{multiple image
 |align = center
 |width = 
 |image1 = 2011-05-19-flughafen-erfurt-by-RalfR-43 737 Air Berlin.jpg
 |width1 = 166
 |caption1 = Blended Winglet, standard on NGs, a retrofit option for Classics
 |image2 = B737-800 Split Winglet WP 20141110 001.jpg
 |width2 = 186
 |caption2 = Split Scimitar Winglet standard on later NGs
 |image3 = Boeing 737 MAX (23326959580) winglet.jpg
 |width3 = 169
 |caption3 = Advanced Technology Winglet standard on MAX
}}

=== Interior ===
The first generation Original series 737 cabin was replaced for the second generation Classic series with a design based on the [[Engineering:Boeing 757|Boeing 757]] cabin. The Classic cabin was then redesigned once more for the third, Next Generation, 737 with a design based on the [[Engineering:Boeing 777|Boeing 777]] cabin. Boeing later offered the redesigned Sky Interior on the NG. The principal features of the Sky Interior include sculpted sidewalls, redesigned window housings, increased headroom and LED [[Earth:Mood lighting|mood lighting]],<ref name=margins>Kingsley-Jones, Max. [https://web.archive.org/web/20091031114910/http://www.flightglobal.com/articles/2009/10/27/333973/narrow-margins-airbus-and-boeing-face-pressure-with-the-a320-and-737.html "Narrow margins: Airbus and Boeing face pressure with the A-320 and 737."] ''flightglobal.com'', October 27, 2009. Retrieved: June 23, 2010.</ref><ref name=skyinterior>[http://www.businessinsider.com/check-out-boeings-swanky-new-high-tech-interior-2011-1 "Check Out Boeing's Swanky New High-Tech Interior."] {{Webarchive|url=https://web.archive.org/web/20110116060047/http://www.businessinsider.com/check-out-boeings-swanky-new-high-tech-interior-2011-1 |date=January 16, 2011}} ''businessinsider.com.'' Retrieved: November 1, 2011.</ref> larger pivot-bins based on the 777 and 787 designs and generally more luggage space,<ref name=skyinterior /> and claims to have improved cabin noise levels by 2–4 [[Physics:Decibel|dB]].<ref name=margins /> The first 737 equipped Boeing Sky Interior was delivered to Flydubai in late 2010.<ref name=margins /> Continental Airlines,<ref>{{cite web|title=Continental first North American carrier to offer Boeing's new Sky Interior|url=http://www.flightglobal.com/news/articles/continental-first-north-american-carrier-to-offer-boeings-new-sky-351392/|publisher=Flightglobal|access-date=November 22, 2014|date=December 29, 2010|archive-date=November 29, 2014|archive-url=https://web.archive.org/web/20141129045515/http://www.flightglobal.com/news/articles/continental-first-north-american-carrier-to-offer-boeings-new-sky-351392/|url-status=live}}</ref><ref>{{cite web|title=Continental Airlines Is First North American Carrier to Fly With Boeing's New Sky Interior |url=http://ir.unitedcontinentalholdings.com/phoenix.zhtml?c=83680&p=irol-newsArticle&ID=1511190 |archive-url=https://archive.today/20141122182710/http://ir.unitedcontinentalholdings.com/phoenix.zhtml?c=83680&p=irol-newsArticle&ID=1511190 |url-status=dead |archive-date=November 22, 2014 |website=ir.unitedcontinentalholdings.com |publisher=United Airlines |access-date=November 22, 2014 |date=December 29, 2010}}</ref> Alaska Airlines,<ref>{{Cite news|url=https://www.alaskaair.com/content/travel-info/our-aircraft/737-800|title=Boeing 737-800 Aircraft Information |last=|first=|work=Alaska Airlines|access-date=June 21, 2018|language=en|archive-date=May 27, 2021|archive-url=https://web.archive.org/web/20210527120655/https://www.alaskaair.com/content/travel-info/our-aircraft/737-800|url-status=live}}</ref> Malaysia Airlines,<ref>{{cite web |url=http://www.flightglobal.com/news/articles/pictures-mas-takes-delivery-of-first-737-800-with-sky-interior-349155/ |title=MAS takes delivery of first 737-800 with Sky Interior |publisher=Flightglobal.com |date=November 1, 2010 |access-date=April 29, 2013 |archive-date=May 15, 2013 |archive-url=https://web.archive.org/web/20130515123103/http://www.flightglobal.com/news/articles/pictures-mas-takes-delivery-of-first-737-800-with-sky-interior-349155/ |url-status=live}}</ref> and TUIFly have also received Sky Interior-equipped 737s.<ref>[http://www.podcastexperten.de/news/07032011-wolkenlos-seattle-produktion-den-usa-f%C3%BCr-tuifly.html "Wolkenlos in Seattle – an Bord des neuen Jets von TUIfly."] {{Webarchive|url=https://web.archive.org/web/20110901072351/http://www.podcastexperten.de/news/07032011-wolkenlos-seattle-produktion-den-usa-f%C3%BCr-tuifly.html |date=September 1, 2011}} ''podcastexperten,'' March 7, 2011. Retrieved: May 12, 2011.</ref>

{{multiple image
 |align = center
 |width =
 |image1 = Lufthansa 737 interior.jpg
 |width1 = 167
 |caption1 = 737 Classic interior in 3–3 economy class layout
 |image2 = Delta Air Lines Boeing 737-800 cabin.jpg
 |width2 = 180
 |caption2 = Boeing 737NG standard interior with curved panels
 |image3 = Malaysia Airlines 738 Economy.jpg
 |width3 = 180
 |caption3 = Boeing 737NG Sky Interior with pivot bins and LED lighting
}}

== Other variants ==

=== 737 AEW&C ===
[[File:공중조기경보통제기 (7445565660).jpg|thumb|upright|The Boeing 737 AEW&C is an Airborne Early Warning and Control version of the 737-700.]]

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. {{wipe|Royal Australian Air Force}} is the first customer (as Project Wedgetail), followed by [[Place:Turkey|Turkey]] and South Korea.{{citation needed|date=April 2022}}

=== T-43/CT-43A ===
[[File:T-43 2.jpg|thumb|upright|The T-43 was a 737-200 used by the {{wipe|United States Air Force}} to train navigators.]]
{{main|Engineering:Boeing T-43}}

The [[Engineering:Boeing T-43|T-43]] was a 737-200 modified for use by the {{wipe|United States Air Force}} for training navigators, now known as USAF combat systems officers. Informally referred to as the ''Gator'' (an abbreviation of "navigator") and "Flying Classroom", nineteen of these aircraft were delivered to the Air Training Command at Mather AFB, California during 1973 and 1974. Two additional aircraft were delivered to the Colorado Air National Guard at Buckley ANGB (later Buckley AFB) and Peterson AFB, Colorado, in direct support of cadet air navigation training at the nearby {{wipe|U.S. Air Force Academy}}.{{citation needed|date=April 2022}}

Two T-43s were later converted to CT-43As, similar to the CT-40A Clipper below, in the early 1990s and transferred to Air Mobility Command and {{wipe|United States Air Forces in Europe}}, respectively, as executive transports. A third aircraft was also transferred to {{wipe|Air Force Materiel Command}} for use as a radar test bed aircraft and was redesignated as an NT-43A. The T-43 was retired by the Air Education and Training Command in 2010 after 37 years of service.<ref>{{Cite web|title=Air Force bids farewell to T-43|url=http://www.airforcetimes.com/news/2010/09/air-force-t43-farewell-091710/|publisher=Army Times Publishing Company|author=Michelle Tan|access-date=January 10, 2020|archive-date=July 2, 2012|archive-url=https://archive.today/20120702221111/http://www.airforcetimes.com/news/2010/09/air-force-t43-farewell-091710/|url-status=live}}</ref>

=== C-40 Clipper ===
[[File:US Navy 100126-N-0705K-003 Naval Air Crewmen 2nd Class Nicole Garza and David Murray and Naval Air Crewman 1st Class David McDermott load cargo bound for Haiti at Naval Air Station Jacksonville.jpg|thumb|upright|The Boeing C-40 Clipper is a military version of the 737-700C.]]
{{main|Engineering:Boeing C-40 Clipper}}

The [[Engineering:Boeing C-40 Clipper|Boeing C-40 Clipper]] is a military version of the 737-700C NG. It is used by both the United States Navy and the {{wipe|United States Air Force}}, and has been ordered by the United States Marine Corps.<ref name="fg181205">{{Cite web | url = https://www.flightglobal.com/news/articles/us-marine-corps-looks-to-buy-two-c-40-executive-tran-454181/ | title = US Marine Corps looks to buy two C-40 executive transports | first = Garrett | last = Reim | date = December 5, 2018 | website = FlightGlobal | via = Flightglobal.com | access-date = May 29, 2019 | archive-url = https://web.archive.org/web/20190425091848/https://www.flightglobal.com/news/articles/us-marine-corps-looks-to-buy-two-c-40-executive-tran-454181/ | archive-date = April 25, 2019 | url-status = live}}</ref> Technically, only the Navy C-40A variant is named "Clipper", whereas the USAF C-40B/C variants are officially unnamed.

=== P-8 Poseidon ===
{{main|Engineering:Boeing P-8 Poseidon}}
[[File:US Navy P-8 Poseidon taking off at Perth Airport.jpg|thumb|upright|The P-8 Poseidon is a 737-800 variant for anti-submarine warfare, anti-surface warfare, and shipping interdiction.]]

The [[Engineering:Boeing P-8 Poseidon|P-8 Poseidon]] developed for the United States Navy by Boeing Defense, Space & Security, based on the Next Generation 737-800ERX. The P-8 can be operated in the anti-submarine warfare (ASW), anti-surface warfare (ASUW), and shipping interdiction roles. It is armed with [[Engineering:Torpedo|torpedo]]es, [[Engineering:Harpoon (missile)|Harpoon anti-ship missiles]] and other weapons, and is able to drop and monitor sonobuoys, as well as operate in conjunction with other assets such as the [[Engineering:Northrop Grumman MQ-4C Triton|Northrop Grumman MQ-4C Triton]] maritime surveillance [[Engineering:Unmanned aerial vehicle|unmanned aerial vehicle]] (UAV).

=== Boeing Business Jet (BBJ) ===
[[File:Boeing 737-75V BBJ AN1425895.jpg|thumb|upright|BBJ cabin example]]

In the late 1980s, Boeing marketed the 77-33 jet, a business jet version of the 737-300.<ref>Endres 2001.</ref> The name was short-lived. After the introduction of the Next Generation series, Boeing introduced the Boeing Business Jet (BBJ) series. The BBJ1 was similar in dimensions to the 737-700 but had additional features, including stronger wings and landing gear from the 737-800, and had increased range over the other 737 models through the use of extra fuel tanks. The first BBJ rolled out on August 11, 1998, and flew for the first time on September 4.<ref name="BBJ">[http://cdn-www.airliners.net/info/stats.main?id=108 "The Boeing 737-700/800 BBJ/BBJ2."] {{Webarchive|url=https://web.archive.org/web/20080325131553/http://cdn-www.airliners.net/info/stats.main?id=108 |date=March 25, 2008}} ''airliners.net''. Retrieved: February 3, 2008.</ref>

On October 11, 1999, Boeing launched the BBJ2. Based on the 737-800, it is {{Convert|5.84|m|ftin|sp=us|order=flip}} longer than the BBJ1, with 25% more cabin space and twice the baggage space, but has slightly reduced range. It is also fitted with auxiliary belly fuel tanks and winglets. The first BBJ2 was delivered on February 28, 2001.<ref name="BBJ" />

Boeing's BBJ3 is based on the 737-900ER. The BBJ3 has {{Convert|1120|sqft|m2}} of floor space, 35% more interior space, and 89% more luggage space than the BBJ2. It has an auxiliary fuel system, giving it a range of up to {{Convert|4725|nmi}}, and a [[Head-up display]]. Boeing completed the first example in August 2008. This aircraft's cabin is pressurized to a simulated {{Convert|6500|ft|m|adj=on}} altitude.<ref>{{cite web|title=Boeing Business Jets Launches New Family Member|url=http://boeing.mediaroom.com/2006-10-16-Boeing-Business-Jets-Launches-New-Family-Member|publisher=Boeing|access-date=November 22, 2014|date=October 16, 2006|archive-date=November 29, 2014|archive-url=https://web.archive.org/web/20141129065426/http://boeing.mediaroom.com/2006-10-16-Boeing-Business-Jets-Launches-New-Family-Member|url-status=live}}</ref><ref>{{cite web|title=Boeing Completes First BBJ 3|url=https://www.wingsmagazine.com/news/boeing-completes-first-bbj-3-1833|website=www.wingsmagazine.com|publisher=Wings|access-date=November 22, 2014|date=August 14, 2008|archive-date=December 14, 2014|archive-url=https://web.archive.org/web/20141214023900/https://www.wingsmagazine.com/news/boeing-completes-first-bbj-3-1833|url-status=live}}</ref>

=== Boeing Converted Freighter program ===
The Boeing Converted Freighter program (BCF), or the 737-800BCF program, was launched by Boeing in 2016. It converts old 737-800 passenger jets to dedicated freighters.<ref>{{Cite news|url=https://www.flightglobal.com/news/articles/boeing-launches-737-800bcf-programme-422323/|title=Boeing launches 737-800BCF programme|date=February 24, 2016|work=Flightglobal.com|access-date=April 30, 2018|language=en-GB|archive-date=July 25, 2018|archive-url=https://web.archive.org/web/20180725184044/https://www.flightglobal.com/news/articles/boeing-launches-737-800bcf-programme-422323/|url-status=live}}</ref> The first 737-800BCF was delivered in 2018 to GECAS, which is leased to West Atlantic.<ref>{{Cite news|url=https://www.flightglobal.com/news/articles/boeing-delivers-first-737-800bcf-to-west-atlantic-447850/|title=Boeing delivers first 737-800BCF to West Atlantic|date=April 20, 2018|work=Flightglobal.com|access-date=April 30, 2018|language=en-GB|archive-date=April 30, 2018|archive-url=https://web.archive.org/web/20180430115208/https://www.flightglobal.com/news/articles/boeing-delivers-first-737-800bcf-to-west-atlantic-447850/|url-status=live}}</ref> Boeing has signed an agreement with Chinese YTO Cargo Airlines to provide the airline with 737-800BCFs pending a planned program launch.<ref>[http://www.aviationanalysis.net/2015/10/boeing-to-launch-737-freighter-conversion.html "Boeing to launch 737 freighter conversion program"] {{Webarchive|url=https://web.archive.org/web/20151003085815/http://www.aviationanalysis.net/2015/10/boeing-to-launch-737-freighter-conversion.html |date=October 3, 2015}}. aviationanalysis.net</ref>

=== Experimental ===
{{main|Physics:EcoDemonstrator}}
Four 737 aircraft have been used in Boeing test programs. In 2012, a new 737-800 bound for American Airlines became the first [[Physics:EcoDemonstrator|ecoDemonstrator]] airframe in a program that continues annually into the 2020s. In conjunction with many industry partners, the program aims to reduce the [[Earth:Environmental impact of aviation|environmental impact of aviation]]. In 2012 it tested the winglets which would eventually be used in the 737 MAX series.<ref name="Key2018">{{cite web |last1=Broadbent |first1=Mark |title=Commercial Boeing ecoDemonstrator |url=https://www.key.aero/article/triple-seven-testbed |website=Key.Aero |publisher=Key Publishing Ltd. |access-date=October 19, 2022 |date=June 27, 2019}}</ref> Testing also included a variable area exhaust nozzle, regenerative hydrogen [[Physics:Fuel cell|fuel cell]]s for electrical power, and [[Chemistry:Sustainable aviation fuel|sustainable aviation fuel]] (SAF).

In 2018, one of the 737 MAX 7 prototypes participated in Boeing's Quiet Technology Demonstrator 3 (QTD3) program, in which a [[Organization:NASA|NASA]] engine inlet designed to reduce engine noise was tested over an [[Engineering:Sensor array|acoustic array]] at Moses Lake, {{wipe|Washington (state)}}.<ref>{{cite web |last1=Womg |first1=Jackie W. |last2=Nesbitt |first2=Eric H. |last3=Jones |first3=Michael G. |last4=Nark |first4=Douglas M. |title=Flight Test Methodology for NASA Advanced Inlet Liner on 737MAX-7 Test Bed (Quiet Technology Demonstrator 3) |url=https://ntrs.nasa.gov/api/citations/20200002460/downloads/20200002460.pdf?attachment=true |website=2019 AIAA Aeroacoustics Conference |publisher=NASA |access-date=November 21, 2022 |date=May 20, 2019}}</ref>

A 737 MAX 9 was used as the 2021 ecoDemonstrator. A new airframe in a special Alaska Airlines livery flew an extensive test program, a major part of which was the use of SAF in blends of up to 50% including a flight from Seattle to Glasgow, Scotland, to attend the United Nations COP26 Climate Change Conference.<ref name="RAES 2021">{{cite web |last1=Robinson |first1=Tim |last2=Read |first2=Bill |title=Boeing charts a greener flight path |url=https://www.aerosociety.com/news/boeing-charts-a-greener-flight-path/ |website=RAeS |publisher=Royal Aeronautical Society |access-date=November 21, 2022 |date=October 26, 2021}}</ref> Other test areas included halon-free fire extinguisher (ground testing only), a low-profile anti-collision light, and text-based [[Engineering:Air traffic control|air traffic control]] communications.<ref>{{cite web |last1=Norris |first1=Guy |title=Boeing ecoDemonstrator Assumes Growing Role |url=https://aviationweek.com/special-topics/sustainability/boeing-ecodemonstrator-assumes-growing-role |website=Aviation Week |publisher=Informa Markets |access-date=11 January 2024 |date=19 October 2021}}</ref> At the end of the testing the aircraft was returned to standard configuration, and was delivered to Alaska Airlines in 2022.

During October 2023 a 737 MAX 10 destined for United Airlines flew a series of test flights to compare the emissions of SAF, including the contrails, with those of conventional fuel. The emissions were measured by NASA’s [[Engineering:Douglas DC-8|Douglas DC-8]] Airborne Science Lab which flew close behind the 737, which wore a special livery as part of a series of special tests named ecoDemonstrator Explorer.<ref>{{cite web |title=NASA, Partners Explore Sustainable Fuel's Effects on Aircraft Contrails |url=https://www.nasa.gov/centers-and-facilities/armstrong/nasa-partners-explore-sustainable-fuels-effects-on-aircraft-contrails/ |website=NASA |access-date=17 November 2023 |date=14 November 2023}}</ref>

== Competition ==
[[File:United Airlines Airbus A320 and Boeing 737-800 on final approach at San Francisco.jpg|thumb|United Airlines Airbus A320 (front) and Boeing 737-900 on final approach]]
[[File:737 vs a320 family deliveries per model 1967-2018.png|thumb|737 vs A320 family deliveries per model 1967–2018]]

The Boeing 737 Classic, Next Generation and MAX series have faced significant competition from the [[Engineering:Airbus A320 family|Airbus A320 family]] first introduced in 1988. The relatively recent [[Engineering:Airbus A220|Airbus A220]] family now also competes against the smaller capacity end of the 737 variants. The A320 was developed to compete also with the McDonnell Douglas MD-80/90 and 95 series; the 95 later becoming the [[Engineering:Boeing 717|Boeing 717]]. Since July 2017, Airbus had a 59.4% market share of the re-engined single aisle market, while Boeing had 40.6%; Boeing had doubts on over-ordered A320neos by new operators and expected to narrow the gap with replacements not already ordered.<ref>{{cite news |url= https://leehamnews.com/2016/09/22/boeing-positioned-narrow-market-share-gap/ |title= Boeing positioned to narrow market share gap |date= September 22, 2016 |work= Leeham Co. |access-date= January 10, 2020 |archive-date= July 27, 2020 |archive-url= https://web.archive.org/web/20200727040708/https://leehamnews.com/2016/09/22/boeing-positioned-narrow-market-share-gap/ |url-status= live}}</ref> However, in July 2017, Airbus had still 1,350 more A320neo orders than Boeing had for the 737 MAX.<ref>{{cite web |url= https://airinsight.com/big-duopoly-race/ |title= The Big Duopoly Race |date= July 10, 2017 |publisher= Airinsight |author= Addison Schonland |access-date= January 10, 2020 |archive-date= May 12, 2020 |archive-url= https://web.archive.org/web/20200512044542/https://airinsight.com/big-duopoly-race/ |url-status= live}}</ref>

Boeing delivered 8,918 of the 737 family between March 1988 and December 2018,<ref name=O_D_summ /> while [[Company:Airbus|Airbus]] delivered 8,605 A320 family aircraft over a similar period since first delivery in early 1988.<ref name="Airbus_Orders_2">{{cite web|url=http://www.airbus.com/no_cache/company/market/orders-deliveries|title=Orders & deliveries viewer|publisher=[[Company:Airbus|Airbus]]|access-date=January 11, 2019|url-status=dead|archive-url=https://web.archive.org/web/20121230235718/http://www.airbus.com/no_cache/company/market/orders-deliveries/|archive-date=December 30, 2012}}</ref>

<!-- USE ONLY THE OFFICIAL AIRBUS & BOEING ORDERS & DELIVERIES SPREADSHEETS, NOT PRESS RELEASES --->
<!-- CHANGES THAT DO NOT MATCH THE OFFICIAL ORDERS & DELIVERIES WILL BE REVERTED. Please see discussion, thanks!-------->
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{{GraphChart|width=600|height=200|yGrid=
|type=line
|xAxisTitle=Year
|x=1988,1989,1990,1991,1992,1993,1994,1995,1996,1997,1998,1999,2000,2001,2002,2003,2004,2005,2006,2007,2008,2009,2010,2011,2012,2013,2014,2015,2016,2017,2018,2019,2020,2021,2022
|yAxisTitle=Deliveries
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|colors=green,blue}}
* {{legend|green|[[Engineering:Airbus A320 family#Orders and deliveries|Airbus A320 family deliveries]]<ref name="Airbus_Hist_OD">{{cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-url=https://web.archive.org/web/20101223185526/http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-date=December 23, 2010 |title = Historical Orders and Deliveries 1974–2009 |work=[[Company:Airbus|Airbus]] S.A.S. |date=January 2010 |format=Microsoft Excel |access-date=December 10, 2012|url-status=live}}</ref><ref name="Airbus_O_D">{{Cite web |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |title=Airbus O&D |publisher=[[Company:Airbus|Airbus]] S.A.S. |date=December 31, 2020 |access-date= January 8, 2021}}</ref>}}
* {{legend|blue|Boeing 737 series deliveries<ref name="Boeing_Hist_Deliveries">{{cite web |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?&optReportType=HistAnnDel |title= Historical Deliveries |publisher=[[Company:Boeing|Boeing]] |date= December 2015 |access-date=February 5, 2016|archive-url=https://web.archive.org/web/20200226093221/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?&optReportType=HistAnnDel|archive-date=February 26, 2020|url-status=dead}}</ref><ref>{{Cite web |url=http://www.boeing.com/company/about-bca/#/market |title=Boeing: About Boeing Commercial Airplanes |publisher=[[Company:Boeing|Boeing]] |date=December 31, 2020 |access-date= January 13, 2021}}</ref>}}
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<noinclude>

== Operators ==
The five largest operators of the Boeing 737 were [[Company:Southwest Airlines|Southwest Airlines]] (878 as of October 2023),{{cn|date=January 2024}} Ryanair (443), United Airlines (383), American Airlines (344), and [[Company:Delta Air Lines|Delta Air Lines]] (218) (All as of August 2021).<ref>{{Cite web |url=https://www.planespotters.net/operators/Boeing/737 |title=Boeing 737 Operators |website=www.planespotters.net |access-date=September 22, 2021 |url-status=live |archive-url=https://web.archive.org/web/20150909090432/http://www.planespotters.net/operators/Boeing/737 |archive-date=September 9, 2015}}</ref>

=== Civilian ===
[[File:N8616C Southwest Airlines 2013 Boeing 737-8H4 - cn 36914 - ln 4627 (12608580994).jpg|thumb|The largest 737 operator is Southwest Airlines.]]

In 2006, over 4,500 Boeing 737s were operated by more than 500 airlines, flying to 1,200 destinations in 190 countries and on average 1,250 aircraft were airborne, with two either departing or landing every five seconds.<ref name=flight7feb2006>{{cite news |url= https://www.flightglobal.com/the-737-story-little-wonder/65316.article |title= The 737 Story: Little Wonder |work= flightglobal |date= February 7, 2006 |access-date= January 9, 2020 |archive-date= July 27, 2020 |archive-url= https://web.archive.org/web/20200727014549/https://www.flightglobal.com/the-737-story-little-wonder/65316.article |url-status= live}}</ref> The 737 was the most commonly flown aircraft in 2008,<ref>{{cite news |url= http://articles.chicagotribune.com/2008-01-04/business/0801030652_1_airbus-sas-boeing-planemaker |title= Boeing airliner deliveries rise 11% |work= Chicago Tribune |date= January 4, 2008 |quote= Boeing's 737, the world's most widely flown aircraft|archive-url= https://web.archive.org/web/20120315224042/http://articles.chicagotribune.com/2008-01-04/business/0801030652_1_airbus-sas-boeing-planemaker |archive-date= March 15, 2012}}</ref> 2009,<ref>{{cite news |author= O'Sullivan, Matt |url= http://www.smh.com.au/business/boeing-shelves-plans-for-737-replacement-20090101-78f5.html |title= Boeing shelves plans for 737 replacement |work= The Sydney Morning Herald |date= January 2, 2009 |quote= the 737, the world's most widely flown aircraft|archive-url= https://web.archive.org/web/20121106054059/http://www.smh.com.au/business/boeing-shelves-plans-for-737-replacement-20090101-78f5.html |archive-date= November 6, 2012}}</ref> and 2010.<ref>{{cite news |author= Layne, Rachel |url= http://www.businessweek.com/news/2010-02-26/bombardier-s-win-may-prod-airbus-boeing-to-upgrade-engines.html |title= Bombardier's Win May Prod Airbus, Boeing to Upgrade Engines |work= BusinessWeek |date= February 26, 2010 |quote= the 737, the world's most widely flown plane|archive-url= https://web.archive.org/web/20100301154738/http://www.businessweek.com/news/2010-02-26/bombardier-s-win-may-prod-airbus-boeing-to-upgrade-engines.html |archive-date= March 1, 2010}}</ref>

In 2013, over 5,580 Boeing 737s were operated by more than 342 airlines in 111 countries, which represented more than 25% of the worldwide fleet of large jet airliners. The 737 had carried over 16.8 billion passengers (twice of 7.1 billion world population in that time) over 119 billion miles (192 billion km) with more than 184 million flights or 264 million hours in the air.<ref name=737facts2013>{{cite web |title=Boeing 737 Facts |url=https://www.boeing.com/farnborough2014/pdf/BCA/fct%20-737%20Family%20Facts.pdf |publisher=Boeing |date=December 31, 2013 |access-date=September 21, 2021 |url-status=live |archive-url=https://web.archive.org/web/20140722173233/http://www.boeing.com/farnborough2014/pdf/BCA/fct%20-737%20Family%20Facts.pdf |archive-date=July 22, 2014}}</ref>

In 2016, there were <!--5567+945-->6,512 Boeing 737 airliners in service (5,567 737NGs plus 945 737-200s and 737 Classics), more than the 6,510 Airbus A320 family.<ref>{{cite news |url= https://www.flightglobal.com/analysis-flightglobal-airliner-census-reveals-fleet-developments/121373.article |title= FlightGlobal airliner census reveals fleet developments |author= Dan Thisdell |date= August 8, 2016 |access-date= March 16, 2020 |archive-date= July 26, 2020 |archive-url= https://web.archive.org/web/20200726202339/https://www.flightglobal.com/analysis-flightglobal-airliner-census-reveals-fleet-developments/121373.article |url-status= live}}</ref> while in 2017, there were <!--5968+890--> 6,858 737s in service (5,968 737NGs plus 890 737-200s and classics), fewer than the 6,965 A320 family.<ref>{{cite news |url= https://www.flightglobal.com/asset/18365 |archive-url= https://web.archive.org/web/20190827101030/https://www.flightglobal.com/asset/18365 |url-status= dead |archive-date= August 27, 2019 |title= 787 stars in annual airliner census |author= Dan Thisdell |date= August 14, 2017}}</ref>{{Verify source|date=March 2020}}<!--inaccessible now, previous ref only states 6,838 A320ceos, 127 less (maybe A320neos)-->

By 2018, over 7,500 Boeing 737s were in service and on average 2,800 aircraft were airborne, with two either departing or landing every three seconds, carrying around three million passengers daily. At the time, the global 737 fleet had carried over 22 billion passengers since its introduction.<ref name=bizjourMar2018>{{cite news |url= https://www.bizjournals.com/seattle/news/2018/03/13/boeing-renton-737-10000-southwest-guinness-record.html |title= Boeing Renton pushes 10,000th 737 jet out of factory and sets Guinness World Record (Photos) |work= bizjournals |date= March 13, 2018 |access-date= January 12, 2023}}</ref>

<!-- This portion is to be updated with the latest data available about Boeing 737s in service -->
{{as of|2021|6}}, there were 9,315 Boeing 737s in service,<ref name=reuters15jul2021>{{cite news |url= https://www.reuters.com/business/aerospace-defense/faa-orders-checks-9300-boeing-737-planes-possible-switch-failures-2021-07-15/ |title= FAA orders checks on 9,300 Boeing 737 planes for possible switch failures |work= Reuters |date= July 15, 2021 |access-date= August 8, 2021}}</ref> slightly fewer than the 9,353 of the A320 family,<ref name="Airbus_O&D">{{Cite web |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |title=Airbus Orders and Deliveries |date=June 30, 2021 |access-date=August 8, 2021 |url-status=live |work=[[Company:Airbus|Airbus]] |format=XLS |archive-url=https://web.archive.org/web/20171218195733/http://www.airbus.com/aircraft/market/orders-deliveries.html |archive-date=December 18, 2017}}</ref> as more 737s were already out of service.

=== Military ===
[[File:TNI-AU Boeing 737-200 Lim.jpg|thumb|{{wipe|Indonesian Air Force}} Boeing 737-2X9 Surveiller (AI-7302) at Sultan Abdul Aziz Shah Airport]]

Many countries operate the 737 passenger, BBJ, and cargo variants in government or military applications.<ref name="militaryuse">{{cite web |url=http://www.seattlepi.com/business/article/Boeing-looks-to-sell-more-737-based-military-jets-1417659.php |title=Boeing looks to sell more 737-based military jets |publisher=SeattlePi |date=June 9, 2011 |access-date=August 27, 2015 |archive-date=August 24, 2015 |archive-url=https://web.archive.org/web/20150824082917/http://www.seattlepi.com/business/article/Boeing-looks-to-sell-more-737-based-military-jets-1417659.php |url-status=live}}</ref> Users with 737s include:

{{div col|colwidth=11em}}
* {{ARG}}
* {{AUS}}
* {{BRA}}
* {{CHI}}
* {{CHN}}
* {{COL}}
* {{IND}}
* {{IDN}}
* {{IRN}}
* {{KAZ}}
* {{MAS}}
* {{MEX}}
* {{MNG}}
* {{NED}}
* {{NGR}}
* {{PAK}}
* {{PER}}
* {{POL}}
* {{RSA}}
* {{KSA}}
* {{ROK}}
* {{TWN}}
* {{THA}}
* {{TUR}}
* {{GBR}}
* {{USA}}
{{div col end}}

=== Orders and deliveries ===
[[File:737-deliveries-per-year-1967-2018.png|thumb|737 deliveries per year, 1967–2018]]
<!-- Orders section-->
The 737 had the highest, cumulative orders for any airliner until surpassed by the A320 family in October 2019.<ref name=Flight15nov2019>{{Cite news |url= https://www.flightglobal.com/news/articles/total-a320-orders-overtake-737s-as-max-crisis-persi-462255/ |title= A320's order total overtakes 737's as Max crisis persists |date= November 15, 2019 |author= David Kaminski-Morrow |work= Flightglobal |access-date= November 16, 2019 |archive-date= November 16, 2019 |archive-url= https://web.archive.org/web/20191116075424/https://www.flightglobal.com/news/articles/total-a320-orders-overtake-737s-as-max-crisis-persi-462255/ |url-status= live}}</ref> In that year, 737 orders dropped by 90%, as 737 MAX orders dried up after the March grounding.<ref>{{cite web |last1=Hawkins |first1=Andrew J. |title=Boeing had more cancellations than orders in 2019 as 737 Max crisis deepens |url=https://www.theverge.com/2020/1/14/21065581/boeing-orders-cancellation-737-max-2019 |website=[[The Verge]] |date=January 14, 2020 |access-date=January 25, 2020 |archive-date=January 25, 2020 |archive-url=https://web.archive.org/web/20200125051322/https://www.theverge.com/2020/1/14/21065581/boeing-orders-cancellation-737-max-2019 |url-status=live}}</ref> The 737 MAX backlog fell by 182, mainly due to the Jet Airways bankruptcy, a drop in Boeing's airliner backlog was a first in at least the past 30 years.<ref>{{cite news |last1=LeBeau |first1=Phil |title=Boeing posts negative commercial airplane orders in 2019 for first time in decades |url=https://www.cnbc.com/2020/01/14/boeing-posts-negative-commercial-airplane-orders-for-first-time-in-decades.html |work=CNBC |date=January 14, 2020 |access-date=January 25, 2020 |archive-date=January 25, 2020 |archive-url=https://web.archive.org/web/20200125031818/https://www.cnbc.com/2020/01/14/boeing-posts-negative-commercial-airplane-orders-for-first-time-in-decades.html |url-status=live}}</ref>

<!-- This portion is to be updated monthly as per latest O&D file -->
{{as of|2023|12|df=US}}, 16,459 units of the Boeing 737 family had been ordered, with 4,799 orders were pending, or 4,332 when including "additional criteria for recognizing contracted backlog with customers beyond the existence of a firm contract" (ASC 606 Adjustment).<ref name=O_D_summ />

<!-- Deliveries section-->
Boeing delivered the 5,000th 737 to [[Company:Southwest Airlines|Southwest Airlines]] on February 13, 2006, the 6,000th 737 to Norwegian Air Shuttle in April 2009,<ref name=Flight22apr2009>{{cite news |author= Kingsley-Jones, Max |url= https://www.flightglobal.com/pictures-6000-and-counting-for-boeings-popular-little-twinjet/86059.article |title= 6,000 and counting for Boeing's popular little twinjet |work= Flight International |date= April 22, 2009 |access-date= January 9, 2020 |archive-date= July 27, 2020 |archive-url= https://web.archive.org/web/20200727014427/https://www.flightglobal.com/pictures-6000-and-counting-for-boeings-popular-little-twinjet/86059.article |url-status= live}}</ref> the 7,000th 737 to Flydubai on December 16, 2011,<ref name=737facts2013 /> the 8,000th 737 to United Airlines on April 16, 2014,<ref>{{cite news|title=Boeing's 737 Turns 8,000: The Best-Selling Plane Ever Isn't Slowing|url=http://www.businessweek.com/articles/2014-04-16/boeing-s-737-turns-8-000-the-best-selling-plane-ever-isn-t-slowing|publisher=Bloomberg Business Week|date=April 16, 2014|access-date=April 16, 2014|archive-date=April 16, 2014|archive-url=https://web.archive.org/web/20140416231815/http://www.businessweek.com/articles/2014-04-16/boeing-s-737-turns-8-000-the-best-selling-plane-ever-isn-t-slowing|url-status=dead}}</ref> and the 9,000th 737 to China United Airlines in April 2016.<ref>{{cite news |url= https://theworldofaviationblog.wordpress.com/2016/04/21/boeing-delivers-9000th-737/ |title= Boeing delivers 9,000th 737 |work= The World of Aviation |date= April 21, 2016 |access-date= October 13, 2021}}</ref> The 10,000th 737 was ordered in July 2012,<ref>{{cite news |url= http://www.boeing.com/Features/2012/07/bca_737_10000th_07_11_12.html |title= 737 tops 10,000 orders |publisher= Boeing |date= July 12, 2012|archive-url= https://web.archive.org/web/20120726002847/http://www.boeing.com/Features/2012/07/bca_737_10000th_07_11_12.html |archive-date= July 26, 2012}}</ref> rolled out on March 13, 2018, and was to be delivered to Southwest Airlines; the backlog at the time stood at over 4,600 aircraft.<ref name=Flight13march2018>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-how-boeing-built-10000-737s-446735/ |title= How Boeing built 10,000 737s |date= March 13, 2018 |author= Max Kingsley-Jones |work= Flightglobal |access-date= March 15, 2018 |archive-date= March 15, 2018 |archive-url= https://web.archive.org/web/20180315135255/https://www.flightglobal.com/news/articles/analysis-how-boeing-built-10000-737s-446735/ |url-status= live}}</ref>

<!-- This portion is to be updated monthly as per latest O&D file -->
{{as of|2023|12|df=US}}, 11,660 units of the Boeing 737 family had been delivered,<ref name=O_D_summ /> while 11,263 of the competing A320 family had been delivered.<ref name="AirbusOrd&Del">{{cite web |title=Orders & Deliveries |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |work=[[Company:Airbus|Airbus]] |date=December 31, 2023 |access-date=January 11, 2024 |url-status=live |archive-url=https://web.archive.org/web/20171218195733/http://www.airbus.com/aircraft/market/orders-deliveries.html |archive-date=December 18, 2017}}</ref>
Therefore, the 737 is the most delivered jetliner.<ref>{{cite news |url= https://www.nytimes.com/1998/05/11/us/faa-grounds-scores-of-737-s-to-check-for-a-wiring-problem.html |title= F.A.A. Grounds Scores of 737's To Check for a Wiring Problem |date= May 11, 1998 |work= {{wipe|New York Times}}}}</ref><ref>{{cite news |url= https://aviationweek.com/air-transport/pilot-report-flying-737-8-boeings-new-narrowbody-breadwinner |title= Pilot Report: Flying the 737-8, Boeing's New Narrowbody Breadwinner |date= May 12, 2017 |work= Aviation Week}}</ref><ref>{{cite news |author= O'Hare, Maureen |url= https://www.cnn.com/travel/article/world-best-selling-airplanes/index.html |title= The world's best-selling airplanes |date= January 28, 2022 |work= CNN}}</ref>

{| class="wikitable" style="text-align: right; font-size: 96%;"
|+ Deliveries by year for all 737 generations and model series<ref name=O_D_summ />
!Year!! Total !! 2023 !! 2022 !! 2021 !! 2020 !! 2019 !! 2018 !! 2017 !! 2016 !! 2015 !! 2014 !! 2013 !! 2012 !! 2011 !! 2010 !! 2009 !! 2008 !! 2007
|-
|'''Deliveries'''||'''11,660'''||396||387||263|| 43{{efn|The 2020 deliveries consist of 16 NG-based variants and 27 737 MAXs.}} ||127||580||529||490||495||485||440||415||372||376||372||290||330
|}

{| class="wikitable" style="text-align: right; font-size: 96%;"
|-
!2006 !! 2005 !! 2004 !! 2003 !! 2002 !! 2001 !! 2000 !! 1999 !! 1998 !! 1997 !! 1996 !! 1995 !! 1994 !! 1993 !! 1992 !! 1991 !! 1990 !! 1989 !! 1988 !! 1987
|-
|302||212||202||173||223||299||282||320||282||135||76||89||121||152||218||215||174||146||165||161
|}

{| class="wikitable" style="text-align: right; font-size: 96%;"
|-
!1986 !! 1985 !! 1984 !! 1983 !! 1982 !! 1981 !! 1980 !! 1979 !! 1978 !! 1977 !! 1976 !! 1975 !! 1974 !! 1973 !! 1972 !! 1971 !! 1970 !! 1969 !! 1968 !! 1967
|-
|141||115||67||82||95||108||92||77||40||25||41||51||55||23||22||29||37||114||105||4
|}
{{Notelist}}

=== Model summary ===
{| class="wikitable" style="text-align:center; font-size:96%;"
|+ Orders and deliveries by generation and model series<ref name=O_D_summ />
! Generation||Model series|||ICAO code<ref name=ICAOcode>{{cite web |title=DOC 8643 – Aircraft Type Designators |url=http://www.icao.int/publications/DOC8643/Pages/default.aspx |publisher=International Civil Aviation Organization |access-date=November 22, 2014 |archive-date=July 10, 2017 |archive-url=https://web.archive.org/web/20170710234013/https://www.icao.int/publications/DOC8643/Pages/default.aspx |url-status=live}}</ref>||Orders||Deliveries||Unfilled orders||First flight
|-
!rowspan=4|737 Original
| 737-100 || B731 || 30 || 30 || — || April 9, 1967
|-
| 737-200 ||rowspan=3|B732|| 991 || 991 || — || August 8, 1967
|-
| 737-200C || 104 || 104 || — || September 18, 1968
|-
| 737-T43A || 19 || 19 || — || March 10, 1973
|-
!rowspan=3|737 Classic
| 737-300 || B733 || 1,113 || 1,113 || — || February 24, 1984
|-
| 737-400 || B734 || 486 || 486 || — || February 19, 1988
|-
| 737-500 || B735 || 389 || 389 || — || June 30, 1989
|-
!rowspan=8|737 NG
| 737-600 || B736 || 69 || 69 || — || January 22, 1998
|-
| 737-700 || rowspan=3|B737 || 1,128 || 1,128 || — || February 9, 1997
|-
| 737-700C || 22 || 22 || — || April 14, 2000<ref>{{Harvnb|Brady|2017}}</ref>
|-
| 737-700W || 14 || 14 || — || May 20, 2004<ref>{{cite web |url=http://boeing.mediaroom.com/2004-05-20-Boeing-Conducts-Successful-First-Flight-of-Australias-737-Airborne-Early-Warning-Control-Aircraft |title=Boeing Conducts Successful First Flight of Australia's 737 Airborne Early Warning & Control Aircraft |date=May 20, 2004 |publisher=Boeing.mediaroom.com |access-date=June 27, 2017 |archive-date=November 14, 2017 |archive-url=https://web.archive.org/web/20171114092925/http://boeing.mediaroom.com/2004-05-20-Boeing-Conducts-Successful-First-Flight-of-Australias-737-Airborne-Early-Warning-Control-Aircraft |url-status=live}}</ref>
|-
| 737-800 || rowspan=2|B738 || 4,991 || 4,989 || 2 || July 31, 1997
|-
| 737-800A || 191 || 177 || 14 ||April 25, 2009<ref>{{cite web |url=http://www.boeing.com/resources/boeingdotcom/media/paris2015/pdf/Backgrounders/Bkgd_P-8A_May_2015.pdf |title=P-8A Poseidon |publisher=Boeing.mediaroom.com |date=May 31, 2015 |access-date=June 27, 2017 |archive-date=September 14, 2015 |archive-url=https://web.archive.org/web/20150914215258/http://www.boeing.com/resources/boeingdotcom/media/paris2015/pdf/Backgrounders/Bkgd_P-8A_May_2015.pdf |url-status=live}}</ref>
|-
| 737-900 || rowspan=2|B739 || 52 || 52 || — || August 3, 2000
|-
| 737-900ER || 505 || 505 || — || September 1, 2006
|-
!rowspan=3|737 BBJ
|737-BBJ1 (-700) || B73G || 122 || 122 || — || September 4, 1998
|-
| 737-BBJ2 (-800) || B738 || 23 || 23 || — || N/A
|-
| 737-BBJ3 (-900) || B739 || 7 || 7 || — || N/A
|-
!rowspan=1|737 MAX
| 737 MAX (-7,-8,-9,-10) || rowspan=1|B37M / B38M / B39M / B3XM || 6,203 || 1,420 || 4,783 || January 29, 2016<ref>{{cite web |url=http://boeing.mediaroom.com/2016-01-29-Boeing-Completes-Successful-737-MAX-First-Flight |title=Boeing Completes Successful 737 MAX First Flight |publisher=Boeing.mediaroom.com |date=January 29, 2016 |access-date=February 6, 2016 |archive-date=February 7, 2016 |archive-url=https://web.archive.org/web/20160207004918/http://boeing.mediaroom.com/2016-01-29-Boeing-Completes-Successful-737-MAX-First-Flight |url-status=live}}</ref>
|-
!rowspan=1|Boeing 737 family
| '''All series''' || rowspan=1| '''B73-, B3-M'''|| '''16,459''' || '''11,660''' || '''4,799''' || '''April 9, 1967'''<ref name=O_D_summ />
|}
{{clear}}

== Accidents and incidents ==

{{as of|2023|11||df=US}}, the Boeing 737 family has been involved in 529 [[Engineering:Aviation accidents and incidents|aviation accidents and incidents]],<ref>[http://aviation-safety.net/database/dblist.php?Type=103 "Boeing 737 incident occurrences"] {{Webarchive|url=https://web.archive.org/web/20121026003108/http://aviation-safety.net/database/dblist.php?Type=103|date=October 26, 2012}}. ''Aviation-Safety.net'', November 30, 2023. Retrieved: December 14, 2023.</ref> including 215 hull loss accidents out of 234 hull-losses, resulting in a total of 5,779 fatalities.<ref>[http://aviation-safety.net/database/type/type.php?type=103 "Boeing 737 Accident summary"] {{Webarchive|url=https://web.archive.org/web/20110804011602/http://aviation-safety.net/database/type/type.php?type=103|date=August 4, 2011}}. ''Aviation-Safety.net'', November 30, 2023.. Retrieved: December 14, 2023.</ref><ref>[http://aviation-safety.net/database/type/type-stat.php?type=103 "Boeing 737 Accident Statistics"] {{Webarchive|url=https://web.archive.org/web/20120323211704/http://aviation-safety.net/database/type/type-stat.php?type=103|date=March 23, 2012}}. ''Aviation-Safety.net'', November 30, 2023.. Retrieved: December 14, 2023</ref>

A Boeing analysis of commercial jet airplane accidents between 1959 and 2013 found that the hull loss rate for the Original series was 1.75 per million departures, for the Classic series 0.54, and the Next Generation series 0.27.<ref>{{cite web|title=Statistical Summary of Commercial Jet Airplane Accidents – Accident Rates by Airplane Type|url=http://www.boeing.com/news/techissues/pdf/statsum.pdf|website=boeing.com|publisher=Boeing|page=19|date=August 2014|access-date=November 19, 2014|archive-date=November 1, 2014|archive-url=https://web.archive.org/web/20141101005316/http://www.boeing.com/news/techissues/pdf/statsum.pdf|url-status=live}}</ref>
<!-- Incident entries go on the ''List of accidents and incidents involving the Boeing 737'' article. Before adding an incident entry read the notability requirements in the Incidents section at Wikipedia:WikiProject Aircraft/page content. -->

During the 1990s, a series of rudder issues on series -200 and -300 aircraft resulted in multiple incidents. In two total loss accidents, United Airlines Flight 585 (a -200 series) and USAir Flight 427, (a -300), the pilots lost control of the aircraft following a sudden and unexpected deflection of the [[Engineering:Rudder|rudder]], killing everyone aboard, a total of 157 people.<ref>{{Cite news|url=https://news.google.com/newspapers?nid=1842&dat=19990912&id=LIUfAAAAIBAJ&sjid=bckEAAAAIBAJ&pg=3456,2004004|title=Report says Boeing 737 rudder problems linger|date=September 12, 1999|newspaper=TimesDaily|access-date=July 10, 2016|archive-date=October 7, 2018|archive-url=https://web.archive.org/web/20181007121023/https://news.google.com/newspapers?nid=1842&dat=19990912&id=LIUfAAAAIBAJ&sjid=bckEAAAAIBAJ&pg=3456,2004004|url-status=live}}</ref> Similar rudder issues led to a temporary loss of control on at least five other 737 flights before the problem was ultimately identified. The National Transportation Safety Board determined that the accidents and incidents were the result of a design flaw that could result in an uncommanded movement of the aircraft's rudder.<ref name="AAR01-01 (UA Flight 585 Amended) Final Report">{{cite book |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR0101.pdf |title=Uncontrolled Descent and Collision With Terrain, United Airlines Flight 585, Boeing 737-200, N999UA, 4 Miles South of Colorado Springs Municipal Airport, Colorado Springs, Colorado, March 3, 1991 |publisher=National Transportation Safety Board |id=NTSB/AAR-01-01 |date=March 27, 2001 |access-date=January 17, 2016 |archive-date=October 2, 2015 |archive-url=https://web.archive.org/web/20151002041524/http://www.ntsb.gov/investigations/AccidentReports/Reports/AAR0101.pdf |url-status=live}}</ref>{{rp|13}}<ref name="NTSB AAR-99-01 (USAir Flight 427) Final Report">{{cite book |date=March 24, 1999 |publisher=National Transportation Safety Board |url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR9901.pdf |title=Aircraft Accident Report – Uncontrolled Descent and Collision With Terrain, USAir Flight 427, Boeing 737-300, N513AU, Near Aliquippa, Pennsylvania, September 8, 1994 |id=NTSB/AAR-99-01 |access-date=July 10, 2016 |archive-date=October 14, 2012 |archive-url=https://web.archive.org/web/20121014045026/http://www.ntsb.gov/doclib/reports/1999/AAR9901.pdf |url-status=live}}</ref>{{rp|ix}} As a result of the NTSB's findings, the Federal Aviation Administration ordered that the rudder servo valves be replaced on all 737s and mandated new training protocols for pilots to handle an unexpected movement of control surfaces.<ref>{{Cite web|url=http://www1.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/WebNewAD/2A37F5FABA444A8086256C4B005A2884?OpenDocument|title=Boeing Model 737 Series Airplanes|website=www1.airweb.faa.gov|access-date=May 21, 2016|archive-url=https://web.archive.org/web/20181007121005/http://www1.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/WebNewAD/2A37F5FABA444A8086256C4B005A2884?OpenDocument|archive-date=October 7, 2018|url-status=dead}}</ref>

Following the crashes of two 737 MAX 8 aircraft, Lion Air Flight 610 in October 2018 and Ethiopian Airlines Flight 302 in March 2019, which caused 346 deaths, civil aviation authorities around the world grounded the 737 MAX series.<ref name=nyt-maxgroundings /> On December 16, 2019, Boeing announced that it would suspend production of the 737 MAX from January 2020.<ref name=Boeing16dec2019 /> Production of the MAX series resumed on May 27, 2020.<ref>{{Cite web|title=Boeing Resumes 737 MAX Production|url=https://boeing.mediaroom.com/news-releases-statements?item=130685|access-date=January 10, 2021|website=MediaRoom|archive-date=January 12, 2021|archive-url=https://web.archive.org/web/20210112050500/https://boeing.mediaroom.com/news-releases-statements?item=130685|url-status=live}}</ref>

== Aircraft on display ==
[[File:Tukwila, WA, USA - panoramio (11).jpg|thumb|USAir 737-200 fuselage section at the Museum of Flight]]

Owing to the 737's long production history and popularity, many older 737s have found use in museums after reaching the end of useful service.
* 19437/1: 737-130 registered N515NA on static display at the Museum of Flight in Seattle, Washington. It was the first 737 built and is painted in NASA markings.<ref>{{cite web|title=Boeing 737-130|url=http://www.museumofflight.org/aircraft/boeing-737-130|website=The Museum of Flight|access-date=March 24, 2017|archive-date=April 24, 2017|archive-url=https://web.archive.org/web/20170424155037/http://www.museumofflight.org/aircraft/boeing-737-130|url-status=live}}</ref>
* 19047/14: 737-222 registered N9009U preserved by [[Organization:Southern Illinois University Carbondale|Southern Illinois University Carbondale]] at Southern Illinois Airport.<ref>{{cite web|url=https://www.planespotters.net/airframe/Boeing/737/N9009U-United-Airlines/XXQqTGjQ|title=N9009U United Airlines Boeing 737-200|website=Planespotters.net|access-date=July 11, 2018|archive-date=July 12, 2018|archive-url=https://web.archive.org/web/20180712023953/https://www.planespotters.net/airframe/Boeing/737/N9009U-United-Airlines/XXQqTGjQ|url-status=live}}</ref>
* 20213/160: 737-201 registered N213US forward fuselage on static display at the Museum of Flight in Seattle, Washington, in USAir livery.<ref>{{cite web|url=https://www.planespotters.net/airframe/Boeing/737/N213US-USAir/r1adiMJN|title=N213US USAir Boeing 737-200|website=Planespotters.net|access-date=July 11, 2018|archive-date=July 12, 2018|archive-url=https://web.archive.org/web/20180712022833/https://www.planespotters.net/airframe/Boeing/737/N213US-USAir/r1adiMJN|url-status=live}}</ref>
* 20561/292: 737-281 registered LV-WTX on static display at the National Museum of Aeronautics in Morón, Buenos Aires.<ref>{{cite web|title=Airframe Dossier – Boeing 737-281, c/n 20561, c/r LV-WTX|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=152705|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=March 24, 2017|archive-date=March 24, 2017|archive-url=https://web.archive.org/web/20170324175743/http://aerialvisuals.ca/AirframeDossier.php?Serial=152705|url-status=live}}</ref>
* 20562/293: 737-281 registered CC-CSK fuselage preserved at Motel Bahía in Concón, {{wipe|Chile}}.<ref>{{cite web |url=https://www.planespotters.net/airframe/Boeing/737/CC-CSK-Aerolineas-Del-Sureste/KX7MFAyg |title=CC-CSK Aerolineas Del Sureste Boeing 737-200 |website=Planespotters.net |access-date=July 11, 2018 |archive-date=July 12, 2018 |archive-url=https://web.archive.org/web/20180712025607/https://www.planespotters.net/airframe/Boeing/737/CC-CSK-Aerolineas-Del-Sureste/KX7MFAyg |url-status=live}}</ref><ref>{{cite web |url=http://modocharlie.com/2012/12/trasladaron-el-boeing-737-200-al-motel-en-concon/ |title=Trasladaron el Boeing 737-200 al motel en Concón (Actualizado con fotos) |website=ModoCharlie |access-date=July 11, 2018 |date=December 24, 2012 |archive-date=July 12, 2018 |archive-url=https://web.archive.org/web/20180712025109/http://modocharlie.com/2012/12/trasladaron-el-boeing-737-200-al-motel-en-concon/ |url-status=live}}</ref>
* 21262/470: 737-2H4 registered C-GWJT on static display at the British Columbia Institute of Technology Aerospace Technology Campus in Richmond, British Columbia. It is used for ground instructional training. The aircraft was donated by WestJet and bears its livery.<ref>{{cite web|title=WestJet donates 737-200 aircraft to BCIT Aerospace |url=https://www.bcit.ca/news/releases/newsrelease100103101.shtml |website=BCIT|access-date=March 24, 2017 |archive-url=https://web.archive.org/web/20040703001512/http://www.bcit.ca/news/releases/newsrelease100103101.shtml |archive-date=July 3, 2004|date=October 1, 2003}}</ref><ref>{{cite web |title=C-GWJT WestJet Boeing 737-200 – cn 21262 / 470 |url=http://www.planespotters.net/airframe/Boeing/737/21262/C-GWJT-WestJet |website=Planespotters.net |access-date=March 24, 2017 |archive-date=March 25, 2017 |archive-url=https://web.archive.org/web/20170325025206/https://www.planespotters.net/airframe/Boeing/737/21262/C-GWJT-WestJet |url-status=live}}</ref>
* 21340/499: 737-2H4 registered N29SW on static display at the Kansas Aviation Museum in Wichita, Kansas. It was formerly operated by Ryan International Airlines and prior to that [[Company:Southwest Airlines|Southwest Airlines]].<ref>{{cite web|title=Boeing 737-200|url=http://kansasaviationmuseum.org/visit/aircraft/boeing-737-200|website=Kansas Aviation Museum|access-date=March 24, 2017|date=June 11, 2014|archive-date=January 21, 2017|archive-url=https://web.archive.org/web/20170121141528/http://kansasaviationmuseum.org/visit/aircraft/boeing-737-200/|url-status=live}}</ref><ref>{{cite web |title=N29SW Ryan International Airlines Boeing 737-200 – cn 21340 / 499 |url=http://www.planespotters.net/airframe/Boeing/737/21340/N29SW-Ryan-International-Airlines |website=Planespotters.net |access-date=March 24, 2017 |archive-date=March 24, 2017 |archive-url=https://web.archive.org/web/20170324175012/https://www.planespotters.net/airframe/Boeing/737/21340/N29SW-Ryan-International-Airlines |url-status=live}}</ref>
* 21712/557: 737-275 registered C-GIPW preserved in operational condition at Alberta Flying Heritage Museum in Villeneuve, Alberta. Painted in Pacific Western Airlines livery.<ref>{{cite web|url=https://www.planespotters.net/airframe/Boeing/737/C-GIPW-Air-Canada-Tango/YedWFpxO|title=C-GIPW Air Canada Tango Boeing 737-200|website=Planespotters.net|access-date=July 11, 2018|archive-date=July 12, 2018|archive-url=https://web.archive.org/web/20180712030758/https://www.planespotters.net/airframe/Boeing/737/C-GIPW-Air-Canada-Tango/YedWFpxO|url-status=live}}</ref>
* 22578/767: 737-290C registered N740AS on static display at the Alaska Aviation Heritage Museum in Anchorage, Alaska. It was formerly operated by Alaska Airlines.<ref>{{cite web|title=N740AS Alaska Airlines Boeing 737-200 – cn 22578 / 767|url=https://www.planespotters.net/airframe/Boeing/737/22578/N740AS-Alaska-Airlines |website=Planespotters.net|access-date=March 24, 2017|url-status=dead |archive-url= https://web.archive.org/web/20170324175155/https://www.planespotters.net/airframe/Boeing/737/22578/N740AS-Alaska-Airlines|archive-date=March 24, 2017}}</ref>
* 22826/878: 737-2H4 registered YV1361 preserved at a hotel in [[Place:Santiago|Santiago]], {{wipe|Chile}}. It was formerly operated by Avior Airlines.<ref>{{cite web|url=http://www.airliners.net/photo/Avior-Airlines/Boeing-737-2H4-Adv/2745545|title=Boeing 737-2H4/Adv – Avior Airlines|website=Airliners.net|access-date=July 11, 2018|archive-date=July 12, 2018|archive-url=https://web.archive.org/web/20180712030154/http://www.airliners.net/photo/Avior-Airlines/Boeing-737-2H4-Adv/2745545|url-status=live}}</ref>
* 23059/980: 737-2Z6 registered 22–222 on static display at the {{wipe|Royal Thai Air Force Museum}} in [[Place:Bangkok|Bangkok]].<ref>{{cite web |title=ROYAL THAI AIR FORCE MUSEUM, DON MUEANG |url=http://media.wix.com/ugd/3b4903_e391b568c5ec448085dad18a1ecde460.pdf |access-date=March 24, 2017 |date=December 26, 2016 |archive-date=March 4, 2017 |archive-url=https://web.archive.org/web/20170304114831/http://media.wix.com/ugd/3b4903_e391b568c5ec448085dad18a1ecde460.pdf |url-status=live}}</ref><ref>{{cite web|title=60201 Royal Thai Air Force Boeing 737-200 – cn 23059 / 980|url=http://www.planespotters.net/airframe/Boeing/737/23059/60201-Royal-Thai-Air-Force|website=Planespotters.net|access-date=March 24, 2017|archive-date=March 25, 2017|archive-url=https://web.archive.org/web/20170325201422/https://www.planespotters.net/airframe/Boeing/737/23059/60201-Royal-Thai-Air-Force|url-status=live}}</ref>
* 22940/1037: 737-3H4 registered N300SW on static display at the Frontiers of Flight Museum in Dallas, Texas. It was the first such aircraft delivered to [[Company:Southwest Airlines|Southwest Airlines]] in November 1984.<ref>{{cite web|title=Boeing 737-300|url=http://www.flightmuseum.com/aircraft-3/boeing-737-300|website=Frontiers of Flight Museum|access-date=March 24, 2017|date=June 23, 2012|archive-date=March 25, 2017|archive-url=https://web.archive.org/web/20170325025550/http://www.flightmuseum.com/aircraft-3/boeing-737-300/|url-status=live}}</ref>
* 23257/1124: 737-301 registered PK-AWU on static display at ITE College Central in [[Place:Singapore|Singapore]].<ref>{{cite web |title=Boeing 737-301 – Institute of Technical Education – ITE |url=http://www.airliners.net/photo/Institute-of-Technical-Education-ITE/Boeing-737-301/2241831 |access-date=March 20, 2013 |date=March 6, 2013 |archive-date=June 1, 2017 |archive-url=https://web.archive.org/web/20170601002729/http://www.airliners.net/photo/Institute-of-Technical-Education-ITE/Boeing-737-301/2241831 |url-status=live}}</ref>
* 23472/1194: 737-219 registered ZS-SMD on static display at the South African Airways Museum in Germiston, Gauteng.<ref>{{cite web |title=Pukeko |url=http://www.saamuseum.co.za/our-aircraft/102.html |website=SAA Museum Society |access-date=March 24, 2017 |archive-date=December 15, 2016 |archive-url=https://web.archive.org/web/20161215032054/http://saamuseum.co.za/our-aircraft/102.html |url-status=live}}</ref>
* 23660/1294: 737-377 registered G-CELS (nickname Elsie) on static display at Norwich International Aviation Academy, as an aircraft maintenance trainer. It is painted in the silver & red Jet2.com color scheme, without the logo branding.<ref>{{Cite web |url=http://www.civilianaviation.co.uk/forum/viewtopic.php?f=60&t=26336 |title=Civilian Aviation • Home to the Civil Aviation Enthusiast • View topic – G-CELS Boeing 737-300 |website=www.civilianaviation.co.uk |language=en-gb |access-date=March 17, 2018 |archive-date=March 17, 2018 |archive-url=https://web.archive.org/web/20180317233014/http://www.civilianaviation.co.uk/forum/viewtopic.php?f=60&t=26336 |url-status=live}}</ref>
* 27286/2528: 737-3Q8 registered N759BA on static display at the Pima Air & Space Museum in Tucson, Arizona. It is painted in [[Company:China Southern Airlines|China Southern Airlines]] markings, and was previously operated by the airline as B-2921.<ref>{{cite web |title=737-300 |url=http://www.pimaair.org/aircraft-by-name/item/boeing |website=Pima Air & Space Museum |publisher=Pimaair.org |access-date=March 24, 2017 |archive-date=September 21, 2017 |archive-url=https://web.archive.org/web/20170921051330/http://www.pimaair.org/aircraft-by-name/item/boeing |url-status=live}}</ref>

== Specifications ==
{| class="wikitable" style="text-align: center"
|+Boeing 737 characteristics<ref name=Boeing_airp_report>{{cite web |url= http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |title= Boeing 737 Airplane Characteristics for Airport Planning |publisher= Boeing Commercial Airplanes |date= September 2013 |access-date= February 7, 2015 |archive-date= February 7, 2015 |archive-url= https://web.archive.org/web/20150207152159/http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |url-status= live}}</ref>
! Variant
! 737-100
! 737-200
! [[Engineering:Boeing 737 Classic#Specifications|737-300/-400/-500]]
! [[Engineering:Boeing 737 Next Generation#Specifications|737-600/-700/-800/-900]]
! 737 MAX-7/8/9/10<ref>{{cite web |url= http://www.boeing.com/commercial/737max/#/technical-specs |title= 737 MAX |at= Technical Specs |publisher= Boeing |access-date= December 10, 2016 |archive-date= November 27, 2018 |archive-url= https://web.archive.org/web/20181127192716/http://www.boeing.com/commercial/737max/#/technical-specs |url-status= live}}</ref><ref>{{cite web |url= http://www.boeing.com/assets/pdf/commercial/airports/acaps/737MaxBrochure.pdf |title= 737 MAX Airport Compatibility Brochure |publisher= [[Company:Boeing|Boeing]] |date= June 2017 |access-date= April 17, 2018 |archive-date= September 28, 2018 |archive-url= https://web.archive.org/web/20180928230121/http://www.boeing.com/assets/pdf/commercial/airports/acaps/737MAXbrochure.pdf |url-status= live}}</ref>
|-
! Cockpit crew
| colspan=6 | Two
|-
! 2-class seats
| 85: 12F 73Y
| 102: 14F@38" 88Y@34"
| 126/147/110
| 108/128/160/177
| 138/162/178/188
|-
! 1-class seats
| 103@34" – 118@30"
| 115@34" – 130@30"
| 140+/159-168/122-132
| 123-130/140+/175+/177-215
| 153/178/193/204
|-
! Exit limit
| 124
| 136
| 149/188/145
| 149/149/189/220
| 172/200/220/230
|-
! Length
| {{cvt|94|ft}}
| {{cvt|100|ft|2|in}}
| {{cvt|102|–|120|ft}}
| {{cvt|102|–|138|ft}}
| {{cvt|35.56|–|43.8|m|ft|order=flip}}
|-
![[Wingspan|Span]]
| colspan=2| {{cvt|93|ft}}
| {{cvt|94|ft|9|in}}
| {{cvt|112|ft|7|in}} <br />winglets: {{cvt|117|ft|5|in}}
| {{cvt|117|ft|10|in}}
|-
![[Physics:Wing|Wing]]<ref name=elsevier>{{cite web |url= http://booksite.elsevier.com/9780340741528/appendices/data-a/table-2/table.htm |title= Civil jet aircraft design |at= Boeing Aircraft |publisher= Elsevier |author= Butterworth-Heinemann |date= 2001 |access-date= December 10, 2016 |archive-date= January 27, 2017 |archive-url= https://web.archive.org/web/20170127203610/http://booksite.elsevier.com/9780340741528/appendices/data-a/table-2/table.htm |url-status= live}}</ref>
| colspan=3 | {{cvt|91.04|m2|order=flip}}, 25° sweep
| {{cvt|124.60|m2|order=flip}}
| {{cvt|1370|sqft|m2}}<!-- 155.81 in Mean Aerodynamic Chord * 117.83 ft wingspan – 12.333 ft fuselage width --><ref name=FAAcert />
|-
! Height
| colspan=2| {{cvt|37|ft}}
| {{cvt|36|ft|6|in}}
| {{cvt|41|ft}}
| {{cvt|40|ft|4|in}}
|-
! Width
| colspan=5 |[[Engineering:Fuselage|Fuselage]]: {{Convert|148|in|m}}, Cabin: {{Convert|139.2|in|m}}
|-
! Cargo
| {{cvt|650|ft3}}
| {{cvt|875|ft3}}
| {{cvt|882|-|1,373|ft3|m3|disp=br}}
| {{cvt|720|-|1,826|ft3|m3|disp=br}}
| {{cvt|1,543|-|1,814|ft3|m3|disp=br}}
|-
! [[Engineering:Maximum takeoff weight|MTOW]]
| {{cvt|110,000|lb|disp=br()}}
| {{cvt|128,100|lb|disp=br()}}
| {{cvt|133,500|-|150,000|lb|disp=br()}}
| {{cvt|144,500|-|187,700|lb|disp=br()}}
| {{cvt|177,000|-|194,700|lb|disp=br()}}
|-
! [[Engineering:Operating empty weight|OEW]]
| {{cvt|62,000|lb|disp=br()}}
| {{cvt|65,300|lb|disp=br()}}
| {{cvt|70,440|-|76,760|lb|disp=br()}}
| {{cvt|80,200|-|98,495|lb|disp=br()}}
| MAX&nbsp;8: 99,360&nbsp;lb<br />(45,070&nbsp;kg)<ref>{{cite web |url= http://www.boeing.com/resources/boeingdotcom/commercial/airports/acaps/737MAX_RevA.pdf |title= 737 MAX Airplane Characteristics for Airport Planning |date= August 2017 |publisher= Boeing |access-date= December 3, 2018 |archive-date= October 23, 2017 |archive-url= https://web.archive.org/web/20171023010601/http://www.boeing.com/resources/boeingdotcom/commercial/airports/acaps/737MAX_RevA.pdf |url-status= live}}</ref>
|-
! [[Engineering:Fuel tank|Fuel capacity]]
| {{cvt|4720|USgal|L}}
| {{cvt|5970|USgal|L}}{{efn|With {{cvt|810|USgal|L}} auxiliary fuel tank}}
| {{cvt|5311|USgal|L}}
| {{cvt|6875|-|7837|USgal|L}}
| {{cvt|6853|USgal|L}}
|-
! [[Physics:Speed|Speed]]
| colspan=3 | {{Convert|0.745-0.82|Mach|altitude_ft=37000|knots km/h mph|0}} Cruise—MMO<ref name=FAAcert>{{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/8fcf1d1d82007a9e8625823d00778f99/$FILE/A16WE_Rev_61.pdf |title= Type Certificate Data Sheet No. A16WE |date= February 15, 2018 |publisher= FAA |access-date= April 17, 2018 |archive-date= April 18, 2018 |archive-url= https://web.archive.org/web/20180418031822/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/8fcf1d1d82007a9e8625823d00778f99/$FILE/A16WE_Rev_61.pdf |url-status= live}}</ref>
| colspan=2 | {{Convert|0.785|Mach|altitude_ft=37000|knots km/h mph|0}} Cruise
|-
! Takeoff{{efn|MTOW, Sea Level, International Standard Atmosphere}}
|
| {{cvt|1859|m|order=flip}}<ref name=elsevier />
| {{cvt|7,500|-|8,690|ft|m|disp=br}}<ref name=ClassicSpecs />
| {{cvt|1878|-|2316|m|ft|disp=br|order=flip}}<ref name=elsevier />
|
|-
! Range
| {{cvt|1,540|nmi}}<ref name=airlinersSpecs />
| {{cvt|2600|nmi}}{{efn|120 passengers}}<ref name=startup>{{cite web |url= http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/737-200-passenger.pdf |title= 737-200 |publisher= Boeing |work= Startup |date= 2007 |access-date= July 30, 2016 |archive-date= October 5, 2016 |archive-url= https://web.archive.org/web/20161005114227/http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/737-200-passenger.pdf |url-status= live}}</ref>
| {{cvt|2,060|-|2,375|nmi|disp=br()}}<ref name=ClassicSpecs>{{cite web |url= http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/737-classic-passenger.pdf |title= 737-300/-400/-500 |date= 2007 |publisher= Boeing |work= startup |access-date= December 10, 2016 |archive-date= May 18, 2017 |archive-url= https://web.archive.org/web/20170518224448/http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/737-classic-passenger.pdf |url-status= live}}</ref>
| {{cvt|2,935|-|3,010|nmi|disp=br()}}<ref>{{cite news |url= https://www.flightglobal.com/news/articles/boeing-revises-obsolete-performance-assumptions-415293/ |title= Boeing revises "obsolete" performance assumptions |date= August 3, 2015 |work= Flight Global |access-date= December 10, 2016 |archive-date= October 5, 2016 |archive-url= https://web.archive.org/web/20161005091044/https://www.flightglobal.com/news/articles/boeing-revises-obsolete-performance-assumptions-415293/ |url-status= live}}</ref>
| {{cvt|3,300|-|3,850|nmi|disp=br()}}
|-
! [[Astronomy:Ceiling (aeronautics)|Ceiling]]<ref name=FAAcert />
| colspan=3| {{cvt|37000|ft|-2}}
| colspan=2| {{cvt|41000|ft|-2}}
|-
![[Engineering:Jet engine|Engines]] (×2)
| colspan=2| Pratt & Whitney JT8D-7/-9/-15/-17
| [[Engineering:CFM International CFM56#CFM56-3 series|CFM56-3 series]]
| [[Engineering:CFM International CFM56#CFM56-7 series|CFM56-7 series]]
| [[Engineering:CFM International LEAP|CFM LEAP-1B]]
|-
![[Thrust]] (×2)
| {{cvt|14,000|lbf|kN}}<ref name=airlinersSpecs>{{cite web |url= http://www.airliners.net/aircraft-data/boeing-737-100200/91 |work= The International Directory of Civil Aircraft |author= Gerard Frawley |title= Boeing 737-100/200 Technical data & specifications |access-date= December 10, 2016 |archive-date= December 21, 2016 |archive-url= https://web.archive.org/web/20161221023741/http://www.airliners.net/aircraft-data/boeing-737-100200/91 |url-status= live}}</ref>
| {{cvt|14500|-|16400|lbf|kN|disp=br()}}<ref name=startup />
| {{cvt|20000|-|23500|lbf|kN|disp=br()}}
| {{cvt|20000|-|27000|lbf|kN|disp=br()}}
| up to {{cvt|29300|lbf|kN|0}}
|}
{{Notelist}}

== See also ==
{{aircontent
|see also=
|related=
{{div col|colwidth=15em}}
* Boeing 737 AEW&C
* [[Engineering:Boeing 737 Classic|Boeing 737 Classic]]
* [[Engineering:Boeing 737 MAX|Boeing 737 MAX]]
* [[Engineering:Boeing 737 Next Generation|Boeing 737 Next Generation]]
* Boeing Business Jet
* [[Engineering:Boeing C-40 Clipper|Boeing C-40 Clipper]]
* [[Engineering:Boeing P-8 Poseidon|Boeing P-8 Poseidon]]
* [[Engineering:Boeing T-43|Boeing T-43]]
{{div col end}}
|similar aircraft=
{{div col|colwidth=15em}}
* [[Engineering:Airbus A220|Airbus A220]]
* [[Engineering:Airbus A320 family|Airbus A320 family]]
* [[Engineering:Boeing 717|Boeing 717]]
* [[Engineering:Comac C919|Comac C919]]
* [[Engineering:Dassault Mercure|Dassault Mercure]]
* Embraer 195
* [[Engineering:McDonnell Douglas DC-9|McDonnell Douglas DC-9]]
* [[Engineering:McDonnell Douglas MD-80|McDonnell Douglas MD-80]]
* [[Engineering:McDonnell Douglas MD-90|McDonnell Douglas MD-90]]
* [[Engineering:Sukhoi Superjet 100|Sukhoi Superjet 100]]
* [[Engineering:Yakovlev Yak-42|Yakovlev Yak-42]]D
{{div col end}}
|lists=
}}

== References ==
=== Citations ===
{{Reflist}}

=== Bibliography ===
{{Refbegin}}
* {{cite book |last1=Anderson |first1=David F. |last2=Eberhardt |first2=Scott |year=2009 |title=Understanding Flight |url=https://books.google.com/books?id=wmuPXQuZnGoC |location=Chicago |publisher=McGraw Hill Professional |isbn=978-0-07-162696-5 |access-date=October 14, 2015 |archive-date=October 16, 2015 |archive-url=https://web.archive.org/web/20151016201845/https://books.google.com/books?id=wmuPXQuZnGoC |url-status=live}}
* {{cite book |last1=Brady |first1= Chris |date=October 17, 2014 |title=The Boeing 737 Technical Guide (Pocket Budget Version) |publisher=Lulu Enterprises |isbn=978-1-291-77318-7}}{{verify-inline|date=April 2022}}<!-- This ISBN does not render. Try looking at the WorldCat link {{OCLC|1100703617}} it gives the year, and nothing more-->
* {{Cite book |last1=Brady |first1= Chris |year=2017 |title=The Boeing 737 Technical Guide |location=Kingsley, Frodsham, Cheshire, UK |publisher=Tech Pilot Services |isbn=978-1-4475-3273-6}}
* {{cite book |last=Bowers |first=Peter M. |year=1989 |title=Boeing Aircraft Since 1916 |location=Annapolis, Md. |publisher=Naval Institute Press |isbn=978-0-87021-037-2}}
* {{cite book |last=Endres |first=Günter |year=2001 |title=The Illustrated Directory of Modern Commercial Aircraft |location=St. Paul, Minn. |publisher=MBI Publishing Company |isbn=978-0-7603-1125-7}}
* {{cite book |last=Garvin |first=Robert V. |year=1998 |title=Starting Something Big: The Commercial Emergence of GE Aircraft Engines |location=Reston, VA |publisher=American Institute of Aeronautics and Astronautics |isbn=1-56347-289-9}}
* {{cite book |last1=Redding |first1=Robert |last2=Yenne |first2=Bills |year=1997 |title=Boeing: Planemaker to the World |location=Berkeley, Cal. |publisher=Thunder Bay Pres |isbn=978-1-57145-045-6}}
* {{cite book |last1=Sharpe |first1=Michael |last2=Shaw |first2=Robbie |year=2001 |title=Boeing 737-100 and 200 |location=St. Paul, Minn. |publisher=MBI Publishing Company |isbn=978-0-7603-0991-9 |url-access=registration |url=https://archive.org/details/boeing737100200a00mich}}
* {{cite book |last=Shaw |first=Robbie |year=1995 |title=Boeing Jetliners |location=London |publisher=Osprey Aerospace |isbn=978-1-85532-528-9}}
* {{cite book |last=Shaw |first=Robbie |year=1999 |title=Boeing 737-300 to -800 |location=St. Paul, Minnesota |publisher=MBI Publishing Company |isbn=978-0-7603-0699-4}}
* {{cite book |last=Sutter |first=Joe |year=2006 |title=747: Creating the World's First Jumbo Jet and Other Adventures from a Life in Aviation |location=Washington, D.C. |publisher=Smithsonian Books |isbn=978-0-06-088242-6}}
{{Refend}}

== External links ==
{{Commons}}
* [http://www.boeing.com/commercial/737family/background.html 737 page on Boeing.com]
* [http://www.flightglobal.com/news/articles/the-boeing-737-story-204410/ The 737 Story on FlightInternational.com]
* {{cite web |url= http://www.boeing.com/resources/boeingdotcom/company/about_bca/startup/pdf/historical/737-200-passenger.pdf |title= 737-200 |date= 2007 |publisher= Boeing}}



[[Category:Low-wing aircraft]]
[[Category:Twinjets]]

{{Sourceattribution|Boeing 737}}