Boeing 737 Next Generation

File:N707SA Southwest Airlines 1998 Boeing 737-7H4 (cn 27841-1) (5289274531).jpg]]

When regular Boeing customer United Airlines bought the more technologically advanced Airbus A320 with fly-by-wire controls, this prompted Boeing to update the slower, shorter-range 737 Classic variants into the more efficient, longer New Generation variants.{{cite news |url= https://leehamnews.com/2017/11/28/leahy-reflects-33-years-airbus/ |title= Leahy reflects on 33 years at Airbus |date= November 28, 2017 |work= Leeham |access-date= November 29, 2017 |archive-url= https://web.archive.org/web/20180224181543/https://leehamnews.com/2017/11/28/leahy-reflects-33-years-airbus/ |archive-date= February 24, 2018 |url-status= live}} In 1991, Boeing initiated development of an updated series of aircraft.{{sfn|Endres|2001|p=132}} After working with potential customers, the 737 Next Generation (NG) program was announced on November 17, 1993.{{harvnb|Shaw|1999|p=8}}

The first NG to roll out was a 737−700, on December 8, 1996. This aircraft, the 2,843rd 737 built, first flew on February 9, 1997, with pilots Mike Hewett and Ken Higgins. The prototype 737−800 rolled out on June 30, 1997, and first flew on July 31, 1997, piloted by Jim McRoberts and again by Hewett. The smallest of the new variants, the −600 series, is identical in size to the −500, launching in December 1997 with an initial flight occurring January 22, 1998; it was granted FAA certification on August 18, 1998.{{sfn|Shaw|1999|pp=14-15}} The flight test program used 10 aircraft: 3 -600s, 4 -700s, and 3 -800s.

In 2004, Boeing offered a Short Field Performance package in response to the needs of Gol Transportes Aéreos, which frequently operates from restricted airports. The enhancements improve takeoff and landing performance. The optional package is available for the 737NG models and standard equipment for the 737-900ER.

In July 2008, Boeing offered Messier-Bugatti-Dowty's new carbon brakes for the Next-Gen 737s, which are intended to replace steel brakes and will reduce the weight of the brake package by {{convert|550|-|700|lb}} depending on whether standard or high-capacity steel brakes were fitted. A weight reduction of {{convert|700|lb}} on a 737-800 results in 0.5% reduction in fuel burn.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 11, 2008. Retrieved September 11, 2013. Delta Air Lines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008.[http://boeing.mediaroom.com/2008-08-04-Boeing-Next-Generation-737-Carbon-Brakes-Earn-FAA-Certification "Boeing Next-Generation 737 Carbon Brakes Earn FAA Certification"] {{Webarchive|url=https://web.archive.org/web/20160124031055/http://boeing.mediaroom.com/2008-08-04-Boeing-Next-Generation-737-Carbon-Brakes-Earn-FAA-Certification |date=January 24, 2016}}. Boeing Press Release, August 4, 2008. Retrieved August 30, 2009.

The CFM56-7B Evolution nacelle began testing in August 2009 to be used on the new 737 PIP (Performance Improvement Package) due to enter service mid-2011. This new improvement is said to shave at least 1% off the overall drag and have some weight benefits. Overall, it is claimed to have a 2% improvement on fuel burn on longer stages.{{cite news |last=Kingsley-Jones |first=Max |date=October 27, 2009 |title=Narrow margins: Airbus and Boeing face pressure with the A-320 and 737 |url=http://www.flightglobal.com/news/articles/narrow-margins-airbus-and-boeing-face-pressure-with-the-a320-and-737-333973 |archive-url=https://web.archive.org/web/20091031114910/http://www.flightglobal.com/news/articles/narrow-margins-airbus-and-boeing-face-pressure-with-the-a320-and-737-333973 |archive-date=October 31, 2009 |work=Flightglobal}}

This short-field design package is an option on the 737-600, -700, and -800 and is standard equipment for the new 737-900ER. These enhanced short runway versions could increase pay or fuel loads when operating on runways under {{convert|5000|ft|m}}. Landing payloads were increased by up to 8,000 lb on the 737-800 and 737-900ER and up to 4,000 lb on the 737-600 and 737-700. Takeoff payloads were increased by up to 2,000 lb on the 737-800 and 737-900ER and up to 400 lb on the 737-600 and 737-700.

The package includes:{{cite book |last=Swatton |first=P. J. |year=2000 |chapter=Landing Speeds |title=Aircraft Performance Theory for Pilots |publisher=Blackwell Science |doi=10.1002/9780470693827.ch19 |isbn=978-0-470-69382-7 |pages=149–151}}

• A winglet lift credit, achieved through additional winglet testing, that reduces the minimum landing-approach speeds.
• Takeoff performance improvements such as the use of sealed leading-edge slats on all takeoff flap positions, allowing the airplane to climb more rapidly on shorter runways.
• A reduced idle thrust transition delay between approach and ground-idle speeds, which improves stopping distances and increases field-length-limited landing weight
• Increased flight-spoiler deflection from 30 degrees to 60 degrees, improving aerodynamic braking on landing.
• A two-position tail skid at the rear of the aircraft to protect against inadvertent tailstrikes during landing, which allows higher aircraft approach attitudes and lower landing speeds

The first enhanced version was delivered to Gol Transportes Aéreos (GOL) on July 31, 2006. At that time, twelve customers had ordered the package for more than 250 airframes. Customers include: GOL, Alaska Airlines, Air Europa, Air India, Egyptair, GE Commercial Aviation Services (GECAS), Hapagfly, Japan Airlines, Pegasus Airlines, Ryanair, Sky Airlines and Turkish Airlines.{{cite web|title=Boeing Delivers First 737 with Enhanced Short Runway Package to GOL|url=http://boeing.mediaroom.com/2006-07-31-Boeing-Delivers-First-737-with-Enhanced-Short-Runway-Package-to-GOL|publisher=Boeing|access-date=November 21, 2014|date=July 31, 2006|archive-date=November 29, 2014|archive-url=https://web.archive.org/web/20141129055750/http://boeing.mediaroom.com/2006-07-31-Boeing-Delivers-First-737-with-Enhanced-Short-Runway-Package-to-GOL|url-status=live}}

In 2005, three ex-Boeing employees filed a lawsuit on behalf of the U.S. government, claiming that dozens of 737NG contained defective structural elements supplied by airframe manufacturer Ducommun, allegations denied by Boeing.{{cite news |last1=Sylvester |first1=Ron |title=Boeing lawsuit alleges "bogus" parts |url=http://old.seattletimes.com/html/boeingaerospace/2002291296_boeingparts28.html |access-date=May 8, 2019 |work=The Seattle Times |date=May 28, 2005 |archive-url=https://web.archive.org/web/20190508114611/http://old.seattletimes.com/html/boeingaerospace/2002291296_boeingparts28.html |archive-date=May 8, 2019 |url-status=dead }}{{cite news |url=http://www.upi.com/Top_News/2006/08/21/Report-alleges-faulty-parts-in-jets/UPI-75931156177507/ |title=Report alleges faulty parts in jets |work=United Press International |date=August 21, 2006 |access-date=August 22, 2006 |archive-url=https://web.archive.org/web/20190403012321/https://www.upi.com/Top_News/2006/08/21/Report-alleges-faulty-parts-in-jets/UPI-75931156177507/ |archive-date=April 3, 2019 |url-status=live}} The federal judge presiding the case sided with Boeing, and a subsequent court of appeal also ruled in favor of the company.{{cite news |title=Appeals court sides with Boeing in whistleblower lawsuit |url=https://www.washingtontimes.com/news/2016/jun/13/appeals-court-sides-with-boeing-in-whistleblower-l/ |access-date=May 8, 2019 |work=The Washington Times |agency=Associated Press |date=June 13, 2016 |archive-url=https://web.archive.org/web/20190508010132/https://www.washingtontimes.com/news/2016/jun/13/appeals-court-sides-with-boeing-in-whistleblower-l/ |archive-date=May 8, 2019 |url-status=live}} A 2010 documentary by Al Jazeera alleged that in three crashes involving 737NGs—Turkish Airlines Flight 1951, American Airlines Flight 331, and AIRES Flight 8250—the fuselage broke up following impact with the ground because of the defective structural components that were the subject of the 2005 lawsuit.{{cite news |title=On a wing and a prayer |url=https://www.aljazeera.com/programmes/peopleandpower/2010/12/20101214104637901849.html |access-date=May 8, 2019 |work=Al Jazeera |date=December 15, 2010 |archive-url=https://web.archive.org/web/20190330063130/https://www.aljazeera.com/programmes/peopleandpower/2010/12/20101214104637901849.html |archive-date=March 30, 2019 |url-status=live}} However, the accident investigations in all three cases did not highlight any link between post-impact structural failures and manufacturing issues.

During an inspection of a 737NG in 2019 that had 35,000 flights, fatigue cracks were found on a fuselage-to-wing attachment known as a "pickle fork", designed to last a lifetime of 90,000 flights. Boeing reported the issue to the FAA at the end of September 2019, and more planes showed similar cracking after inspection.{{cite news |last=Harger |first=Charlie |date=September 28, 2019 |title=Unexpected cracking found on critical Boeing 737 Next Generation part |url=https://komonews.com/news/local/exclusive-unexpected-cracking-found-on-critical-boeing-737ng-equipment |url-status=live |archive-url=https://web.archive.org/web/20190930204407/https://komonews.com/news/local/exclusive-unexpected-cracking-found-on-critical-boeing-737ng-equipment |archive-date=September 30, 2019 |access-date=October 1, 2019 |work=KOMO Newsradio}} The cracks were found in an airliner with more than 33,500 flights, when it was stripped down for conversion to freighter. Aircraft with more than 30,000 flights (15 years at 2,000 flights per year) should be inspected within one week, while those with over 22,600 flights (11 years) should be inspected within one year.{{cite news |last=Fehrm |first=Bjorn |date=October 1, 2019 |title=Boeing's 737 in another pickle |url=https://leehamnews.com/2019/09/30/boeings-737-in-another-pickle/ |url-status=live |archive-url=https://web.archive.org/web/20191001084939/https://leehamnews.com/2019/09/30/boeings-737-in-another-pickle/ |archive-date=October 1, 2019 |access-date=October 1, 2019 |work=Leeham News}} The FAA Airworthiness Directive (AD) was issued on October 3, 2019.{{cite web |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/b7003a93c909869e8625848800467eb9/$FILE/2019-20-02.pdf |title=Airworthiness Directive No. 2019-20-02 |date=October 3, 2019 |publisher=FAA |access-date=October 10, 2019 |archive-date=October 10, 2019 |archive-url=https://web.archive.org/web/20191010075946/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/b7003a93c909869e8625848800467eb9/$FILE/2019-20-02.pdf |url-status=live }}

Of the 500 first inspected aircraft, 5% ({{#expr:500*0.05}}) had cracks and were grounded; Boeing expected to repair the first aircraft three weeks after the issuance of the directive, serving as the template for the resulting Service bulletin.{{cite news |last=Fehrm |first=Bjorn |date=October 8, 2019 |title=Boeing's 737 in another pickle, Part 2 |url=https://leehamnews.com/2019/10/08/boeings-737-in-another-pickle-part-2/ |url-status=live |archive-url=https://web.archive.org/web/20191010075952/https://leehamnews.com/2019/10/08/boeings-737-in-another-pickle-part-2/ |archive-date=October 10, 2019 |access-date=October 10, 2019 |work=Leeham News}} Of the 810 examined aircraft over 30,000 cycles, 38 had structural cracks ({{#expr:38/8.1round1}}%), leaving 1,911 737NGs over 22,600 cycles to be inspected within their next 1,000 cycles, i.e., nearly all of the US in-service fleet of 1,930.{{cite news |last=Risen |first=Tom |date=October 10, 2019 |title=Boeing reports 38 cracks on global 737NG fleet |url=https://www.flightglobal.com/news/articles/boeing-reports-38-cracks-on-global-737ng-fleet-461415/ |url-status=live |archive-url=https://web.archive.org/web/20191011063102/https://www.flightglobal.com/news/articles/boeing-reports-38-cracks-on-global-737ng-fleet-461415/ |archive-date=October 11, 2019 |access-date=October 11, 2019 |work=Flightglobal}}

By early November, 1,200 aircraft were inspected, with cracks on about 60 (5%).

Cracks were discovered near fasteners outside the original area in four airplanes.

On November 5, Boeing recommended expanding the checks to include them, to be mandated in a November 13 FAA {{abbr|AD|airworthiness directive}}.

Aircraft below 30,000 cycles were to be reinspected within 1,000 cycles, within 60 days above.

About one-quarter of the global NG fleet of 6,300 aircraft were to be inspected.{{cite news |last=Broderick |first=Sean |date=November 12, 2019 |title=New Issue Prompts Expansion Of 737 Pickle Fork Checks |url=https://aviationweek.com/commercial-aviation/new-issue-prompts-expansion-737-pickle-fork-checks |work=Aviation Week Network}}

Following the contained engine failure of the Southwest Airlines Flight 1380 on April 17, 2018, the National Transportation Safety Board (NTSB) recommended on November 19, 2019, to redesign and retrofit its nacelle for the 6,800 airplanes in service.{{cite news |last=Gates |first=Dominic |author-link=Dominic Gates |date=November 19, 2019 |title=NTSB recommends Boeing redesign and retrofit engine casing on thousands of 737s |url=https://www.seattletimes.com/business/boeing-aerospace/ntsb-recommends-boeing-redesign-and-retrofit-engine-casing-on-thousands-of-737s/ |url-status=live |archive-url=https://web.archive.org/web/20191120125315/https://www.seattletimes.com/business/boeing-aerospace/ntsb-recommends-boeing-redesign-and-retrofit-engine-casing-on-thousands-of-737s/ |archive-date=November 20, 2019 |access-date=November 20, 2019 |newspaper=The Seattle Times}}

File:Boeing Plant in Renton, 5-18-2010 (4622746048).jpg went from 31.5 to 52 per month]]

Boeing was to increase 737 production from 31.5 units per month in September 2010 to 35 in January 2012 and to 38 units per month in 2013.{{cite news |url= http://www.flightglobal.com/news/articles/boeing-ups-737-production-rate-347460 |title= Boeing ups 737 production rate |archive-url=https://web.archive.org/web/20100920140315/http://www.flightglobal.com/articles/2010/09/16/347460/boeing-ups-737-production-rate.html |archive-date=September 20, 2010 |work= Flightglobal |date= September 17, 2010}}

Production rate was 42 units per month in 2014, and was planned to reach rates of 47 units per month in 2017 and 52 units per month in 2018.{{cite press release |url= http://boeing.mediaroom.com/2014-10-02-Boeing-to-Increase-737-Production-Rate-to-52-per-Month-in-2018 |title= Boeing to Increase 737 Production Rate to 52 per Month in 2018 |archive-url=https://web.archive.org/web/20151004195454/http://boeing.mediaroom.com/2014-10-02-Boeing-to-Increase-737-Production-Rate-to-52-per-Month-in-2018 |archive-date= October 4, 2015 |publisher= Boeing |date= October 2, 2014}}{{cite news |url= http://www.flightglobal.com/news/articles/737-derailment-probe-39suggests39-track-alignment-405638/ |title= 737 derailment probe 'suggests' track alignment issue |work= Flightglobal |date= November 5, 2014 |access-date= November 10, 2014 |archive-date= November 10, 2014 |archive-url= https://web.archive.org/web/20141110233817/http://www.flightglobal.com/news/articles/737-derailment-probe-39suggests39-track-alignment-405638/ |url-status= live }}{{cite news |url=http://aviationweek.com/commercial-aviation/analysts-flag-potential-airliner-glut |title=Analysts Flag Potential Airliner Glut |work=Aviation Week & Space Technology |first=Joe |last=Anselmo |date=March 2, 2015 |archive-url=https://web.archive.org/web/20150304202822/http://aviationweek.com/commercial-aviation/analysts-flag-potential-airliner-glut |archive-date=March 4, 2015 |url-status=live}}

In 2016, the monthly production rate was targeted to reach 57 units per month in 2019, even to the factory limit of 63 units later. A single airplane was then produced in the Boeing Renton Factory in 10 days, less than half what it was a few years before. The empty fuselage from Spirit AeroSystems in Wichita, Kansas, enters the plant on Day 1. Electrical wiring is installed on Day 2 and hydraulic machinery on Day 3. On Day 4 the fuselage is crane-lifted and rotated 90 degrees, wings are mated to the airplane in a six-hour process, along with landing gear, and the airplane is again rotated 90 degrees. The final assembly process begins on Day 6 with the installation of airline seats, galleys, lavatories, overhead bins, etc. Engines are attached on Day 8 and it rolls out of the factory for test flights on Day 10.{{cite news |url=https://leehamnews.com/2016/10/11/11th-737-max-assembly-line-boeing-gears-delivery-next-year/ |title=11th 737 MAX on the assembly line as Boeing gears up for delivery next year |date=October 11, 2016 |publisher=Leeham News |archive-url=https://web.archive.org/web/20161012145804/https://leehamnews.com/2016/10/11/11th-737-max-assembly-line-boeing-gears-delivery-next-year/ |archive-date=October 12, 2016 |url-status=live}}

Boeing stopped assembling passenger 737NGs in 2019. The last aircraft assembled was a 737-800 registered PH-BCL delivered to KLM in December 2019; the last two deliveries were to China Eastern Airlines on January 5, 2020. Production of the P-8 Poseidon variant continues.{{cite news |last1=Hemmerdinger |first1=Jon |title=Boeing delivered final commercial 737NG in January, ending 23 years of production |url=https://www.flightglobal.com/airframers/boeing-delivered-final-commercial-737ng-in-january-ending-23-years-of-production/137879.article |work=Flight Global |date=April 14, 2020 |access-date=April 15, 2020 |archive-date=April 18, 2020 |archive-url=https://web.archive.org/web/20200418191221/https://www.flightglobal.com/airframers/boeing-delivered-final-commercial-737ng-in-january-ending-23-years-of-production/137879.article |url-status=live }}

The FAA has proposed a fine of approximately $3.9 million for Boeing's alleged installation of the same faulty components of the 737 MAX on some 133 737 NGs.{{cite news|url=https://www.reuters.com/article/us-usa-boeing-idUSKBN1Z92DA|title=U.S. regulator seeks to fine Boeing $5.4 million for defective parts on 737 MAX planes|date=January 11, 2020|publisher=Reuters|access-date=January 20, 2020|archive-date=January 16, 2020|archive-url=https://web.archive.org/web/20200116160854/https://www.reuters.com/article/us-usa-boeing-idUSKBN1Z92DA|url-status=live}}

File:Boeing 737-8 MAX N8704Q rotated.jpg first flew on January 29, 2016.]]

{{see also|Boeing Yellowstone Project|Boeing 737 MAX}}

From 2006, Boeing discussed replacing the 737 with a "clean sheet" design (internally named "Boeing Y1") that could follow the Boeing 787 Dreamliner.[http://www.flightglobal.com/articles/2006/03/03/205223/boeing-firms-up-737-replacement-studies-by-appointing.html "Boeing firms up 737 replacement studies by appointing team"] {{webarchive |url=https://web.archive.org/web/20071022194831/http://www.flightglobal.com/articles/2006/03/03/205223/boeing-firms-up-737-replacement-studies-by-appointing.html |date=October 22, 2007}}. Flight International, March 3, 2006. Retrieved April 13, 2008. A decision on this replacement was postponed, and delayed into 2011.Hamilton, Scott. [http://www.flightglobal.com/articles/2010/06/24/343568/737-decision-may-slip-to-2011-credit-suisse.html "737 decision may slip to 2011: Credit Suisse"] {{webarchive |url=https://web.archive.org/web/20100627003506/http://www.flightglobal.com/articles/2010/06/24/343568/737-decision-may-slip-to-2011-credit-suisse.html |date=June 27, 2010}}. flightglobal, 2010. Retrieved June 26, 2010.

In 2011, Boeing launched the 737 MAX, an updated and re-engined version of the 737NG with more efficient CFM International LEAP-1B engines, and aerodynamic changes with distinctive split-tip winglets.{{cite press release |url=http://boeing.mediaroom.com/2011-08-30-Boeing-Launches-737-New-Engine-Family-with-Commitments-for-496-Airplanes-from-Five-Airlines |title=Boeing Launches 737 New Engine Family with Commitments for 496 Airplanes from Five Airlines |date=August 30, 2011 |publisher=Boeing |access-date=October 1, 2019 |archive-date=October 4, 2015 |archive-url=https://web.archive.org/web/20151004191635/http://boeing.mediaroom.com/2011-08-30-Boeing-Launches-737-New-Engine-Family-with-Commitments-for-496-Airplanes-from-Five-Airlines |url-status=live }} The first 737 MAX performed its first flight in January 2016.{{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 |newspaper=The Seattle Times |access-date=October 1, 2019 |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 }} The fourth generation 737 MAX supersedes the third generation 737NG.

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.{{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}} These resemble the 737 MAX's split winglet, though they are not identical. Split Scimitar winglets were developed by 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.{{cite web |title = Southwest flies first 737 with new 'split scimitar' winglets |website = 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}}

File:Boeing 737-79P, China Eastern Airlines JP6128143.jpg

File:The 737-800 Flight Deck (3852492599).jpg

The wing was redesigned with a new thinner airfoil section, and a greater chord and increased wing span (by {{cvt|16|ft|disp=sqbr}}) increased the wing area by 25%, which also increased total fuel capacity by 30%. New quieter and more fuel-efficient CFM56-7B engines are used.{{sfn|Endres|2001|p=133}} Higher MTOWs are offered. The 737NG includes redesigned vertical stabilizers, and winglets are available on most models.{{cite web |url=http://www.boeing.com/commercial/aeromagazine/aero_17/winglet_story.html |title=Aero 17 - Blended Winglets |publisher=Boeing |date=2009 |access-date=February 7, 2015 |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 }}

The 737NG encompasses the -600, -700, -800, and -900 with improved performance and commonality retained from previous 737 models. The wing, engine, and fuel capacity improvements combined increase the 737's range by {{convert|900|nmi|abbr=~|lk=in}} to over {{cvt|3000|nmi}},{{cite web |title=About the 737 Family |url=http://www.boeing.com/boeing/commercial/737family/background.page |website=boeing.com |publisher=Boeing |access-date=November 18, 2014 |archive-date=October 7, 2014 |archive-url=https://web.archive.org/web/20141007110401/http://www.boeing.com/boeing/commercial/737family/background.page |url-status=live }} permitting transcontinental service.{{sfn|Shaw|1999|p=8|ps=}}

The Speed Trim System, introduced on the 737 Classic, has been updated for the 737NG to include a stall identification function. Originally inhibited in high alpha scenarios, STS operates at any speed on the 737NG. STS is triggered by airspeed sensor and commands Airplane Nose Down as the airplane slows down.{{cite news |last=Lemme |first=Peter |date=October 28, 2019 |title=Flawed Assumptions Pave a Path to Disaster |url=https://www.satcom.guru/2019/10/flawed-assumptions-pave-path-to-disaster.html |url-status=live |archive-url=https://web.archive.org/web/20191102044909/https://www.satcom.guru/2019/10/flawed-assumptions-pave-path-to-disaster.html |archive-date=November 2, 2019 |access-date=November 2, 2019}}

The flight deck was upgraded with modern avionics, and passenger cabin improvements similar to those on the Boeing 777, including more curved surfaces and larger overhead bins than previous-generation 737s. The Next Generation 737 interior was also adopted on the Boeing 757-300.{{harvnb|Norris|Wagner|1999|pp=101–02.}} This improved on the previous interior of the Boeing 757-200 and the Boeing 737 Classic variants, the new interior became optional on the 757-200.

In 2010, new interior options for the 737NG included the 787-style Boeing Sky Interior. It introduced new pivoting overhead bins (a first for a Boeing narrow-body aircraft), new sidewalls, new passenger service units, and LED mood lighting. Boeing's newer "Space Bins" can carry 50 percent more than the pivoting bins, thus allowing a 737-800 to hold 174 carry-on bags.{{citation |first=Dominic |last=Perry |url=http://www.flightglobal.com/news/articles/interiors-boeing-thinks-smarter-to-boost-777-737-appeal-410498/ |title=Boeing thinks smarter to boost 777, 737 appeal |work=Flightglobal |publisher=Reed Business Information |date=April 7, 2015 |access-date=April 8, 2015 |archive-url=https://web.archive.org/web/20150409201301/http://www.flightglobal.com/news/articles/interiors-boeing-thinks-smarter-to-boost-777-737-appeal-410498/ |archive-date=April 9, 2015 |url-status=live}} Boeing also offered it as a retrofit for older 737NG aircraft.{{cite web|url=https://runwaygirlnetwork.com/2013/12/30/boeing-sky-interior-offered-for-737ng-retrofits/|title=Boeing Sky Interior offered for 737NG retrofits - Runway Girl|date=December 30, 2013|access-date=February 6, 2017|archive-url=https://web.archive.org/web/20161008201231/https://www.runwaygirlnetwork.com/2013/12/30/boeing-sky-interior-offered-for-737ng-retrofits/|archive-date=October 8, 2016|url-status=live}}

{{Anchor|737-600}}

File:Sas b737-600 ln-rcw arp.jpg, the launch customer]]

The 737-600 was launched by SAS in March 1995, with the first aircraft delivered in September 1998.{{cite news |last1=Doyle |first1=Andrew |last2=Kingsley-Jones |first2=Max |last3=Lewis |first3=Paul |last4=Norris |first4=Guy |date=May 12, 1999 |title=Putting the family to work |url=https://www.flightglobal.com/news/articles/putting-the-family-to-work-51106/ |url-status=live |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 |access-date=June 11, 2018 |magazine=Flight International}} A total of 69 have been produced, with the last aircraft delivered to WestJet in 2006. Boeing displayed the 737-600 in its price list until August 2012.{{cite web |url= http://www.boeing.com:80/commercial/prices/index.html |title= Jet Prices |publisher= Boeing |archive-url= https://web.archive.org/web/20120802034944/http://www.boeing.com/commercial/prices/index.html |archive-date= August 2, 2012 |access-date= July 4, 2020 |url-status= live }} The 737-600 replaces the 737-500 and is similar to the Airbus A318. Winglets were not an option.{{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 }} WestJet was to launch the -600 with winglets, but dropped them in 2006.

File:N785SW BWI MD1.jpg, the launch customer]]

In November 1993, Southwest Airlines launched the Next-Generation program with an order for 63 737-700s and took delivery of the first one in December 1997.{{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}} It replaced the 737-300, typically seating 126 passengers in two classes to 149 in all-economy configuration, similar to the Airbus A319.

In long-range cruise, it burns {{cvt|4440|lb}} per hour at {{cvt|0.785|Mach|altitude_ft=41000|knots km/h|0}} and FL410, increasing to {{cvt|4620-4752|lb}} at {{cvt|0.80-0.82|Mach|altitude_ft=41000|knots km/h|0}}.{{cite magazine |last=North |first=David M. |date=August 25, 1997 |title=Boeing 737-700 pilot report |url=https://archive.aviationweek.com/issue/19970825#!&pid=44 |url-status=live |archive-url=https://web.archive.org/web/20200727043501/https://archive.aviationweek.com/issue/19970825#!&pid=44 |archive-date=July 27, 2020 |access-date=November 12, 2019 |magazine=Aviation Week & Space Technology |quote=New 737 Shows Off Operating Improvements}}

As of July 2018, all -700 series on order, 1,128 -700, 120 -700 BBJ, 20 -700C, and 14 -700W aircraft, have been delivered. By June 2018, around one thousand were in service: half of them with Southwest Airlines, followed by WestJet with 56 and United Airlines with 39. The value of a new -700 stayed around $35 million from 2008 to 2018. A 2003 aircraft was valued for $15.5 million in 2016 and $12 million in 2018 and will be scrapped for $6 million by 2023.{{cite news |url= http://www.aircraftvaluenews.com/southwest-appetite-for-b737-700-wanes-potentially-affecting-values/ |title= Southwest Appetite for B737-700 Wanes Potentially Affecting Values |work= Aircraft Value News |date= June 11, 2018 |access-date= June 11, 2018 |archive-url= https://web.archive.org/web/20190330232123/http://www.aircraftvaluenews.com/southwest-appetite-for-b737-700-wanes-potentially-affecting-values/ |archive-date= March 30, 2019 |url-status= live}}{{Unreliable source?|date=January 2020}}

The 737-700C is a convertible version where the seats can be removed to carry cargo instead. There is a large door on the left side of the aircraft. The United States Navy was the launch customer for the 737-700C under the military designation C-40 Clipper.[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.

File:All Nippon Airways Boeing 737-700ER JA10AN NRT (16072066394).jpg, the launch customer]]

Boeing launched the 737-700ER (Extended Range) on January 31, 2006, with All Nippon Airways as the launch customer. Inspired by the Boeing Business Jet, it features the fuselage of the 737-700 and the wings and landing gear of the 737-800. When outfitted with nine auxiliary fuel tanks, it can hold {{convert|10707|USgal}} of fuel with a {{convert|171000|lb|adj=on}} MTOW, but with a cargo payload capacity significantly decreased from {{cvt|966 to 165|ft3}}, trading payload for increased range of {{cvt|5775|nmi}}.{{cite web |url= http://www.boeing.com:80/commercial/737family/737-700ER/tech.html |title= 737-700ER Technical Characteristics |publisher= Boeing |archive-url= https://web.archive.org/web/20130216045552/http://www.boeing.com/commercial/737family/737-700ER/tech.html |archive-date= February 16, 2013 |access-date= December 28, 2008 |url-status= live }} The first was delivered on February 16, 2007, to ANA with 24 business-class and 24 premium-economy seats only. A 737-700 can typically accommodate 126 passengers in two classes.{{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}} It is similar to the Airbus A319LR.

File:D-ATUF B737-8K5W TUIfly-Hapag retro PMI 26SEP10 (6341092368).jpg, the launch customer]]

The Boeing 737-800 is a stretched version of the 737-700. It replaced the 737-400 and competes primarily with the Airbus A320. The 737-800 seats 162 passengers in a two-class layout or 189 passengers in a one-class layout. The 737-800 was launched on September 5, 1994. Launch customer Hapag-Lloyd Flug (now TUI fly Deutschland) received the first one in April 1998.{{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= January 23, 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 }}

Following Boeing's merger with McDonnell Douglas, the 737-800 also filled the gap left by Boeing's decision to discontinue the McDonnell Douglas MD-80 and MD-90 aircraft. For many airlines in the U.S., the 737-800 replaced aging Boeing 727-200 trijets.

The 737-800 burns {{convert|850|USgal|L}} of jet fuel per hour—about 80 percent of the fuel used by an MD-80 on a comparable flight, while carrying more passengers.James. [http://www.seattlepi.com/business/368286_air25.html "Aerospace Notebook: MD-80 era winding down as fuel costs rise"]. Seattle Post-Intelligencer, June 24, 2008. Retrieved August 30, 2009. The Airline Monitor, an industry publication, quotes a 737-800 fuel burn of {{cvt|4.88|USgal|L}} per seat per hour, compared to {{cvt|5.13|USgal|L}} for the A320.Wilhelm, Steve. [http://www.bizjournals.com/seattle/stories/2008/08/11/story13.html?page=all "Mindful of rivals, Boeing keeps tinkering with its 737"] {{Webarchive|url=https://web.archive.org/web/20131111014218/http://www.bizjournals.com/seattle/stories/2008/08/11/story13.html?page=all |date=November 11, 2013}}. Orlando Business Journal, August 11, 2008, Retrieved August 30, 2009. In 2011, United Airlines— flying a Boeing 737-800 from Houston to Chicago—operated the first U.S. commercial flight powered by a blend of algae-derived biofuel and traditional jet fuel to reduce its carbon footprint.[http://www.cnn.com/2015/06/04/politics/airline-carbon-emission-regulations-obama/ "Commercial airlines industry mixed on imminent emission regulations"] {{Webarchive|url=https://web.archive.org/web/20150605015531/http://www.cnn.com/2015/06/04/politics/airline-carbon-emission-regulations-obama/ |date=June 5, 2015}}. CNN, June 4, 2015.

In early 2017, a new 737-800 was valued at $48.3 million, falling to below $47 million by mid-2018.{{cite news |url= http://www.aircraftvaluenews.com/end-of-line-b737-800-values-show-fatigue/ |title= End of Line B737-800 Values Show Fatigue |work= Aircraft Value News |date= September 17, 2018 |access-date= September 17, 2018 |archive-url= https://web.archive.org/web/20180917143543/http://www.aircraftvaluenews.com/end-of-line-b737-800-values-show-fatigue/ |archive-date=September 17, 2018 |url-status=live}}{{Unreliable source?|date=January 2020}} By 2025, a 17-year-old 737-800W will be worth $9.5 million and leased for $140,000 per month.{{cite news |date=October 29, 2018 |title=Two Early Build B737-900ERs Sold Between Lessors |publisher=Aircraft Value News |url=http://www.aircraftvaluenews.com/two-early-build-b737-900ers-sold-between-lessors/ |url-status=live |access-date=October 29, 2018 |archive-url=https://web.archive.org/web/20181110040630/http://www.aircraftvaluenews.com/two-early-build-b737-900ers-sold-between-lessors/ |archive-date=November 10, 2018}}{{Unreliable source?|date=January 2020}}

As of May 2019, Boeing had delivered 4,979 737-800s, 116 737-800As, and 21 737-800 BBJ2s, and has 12 737-800 unfilled orders. The 737-800 is the best-selling variant of the 737NG and is the most widely used narrow-body aircraft.{{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|work=MRO Network |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}} Ryanair, an Irish low-cost airline, is among the largest operators of the Boeing 737-800, with a fleet of over 400 of the -800 variant serving routes across Europe, Middle East, and North Africa.{{cite web |url=https://www.iaa.ie/commercial-aviation/aircraft-registration-2/latest-register-and-monthly-changes-1|title=Latest Register and Monthly Changes |date=January 2, 2018 |website= iaa.ie |publisher=Irish Aviation Authority |access-date=January 8, 2018 |archive-url=https://web.archive.org/web/20171023210240/https://www.iaa.ie/commercial-aviation/aircraft-registration-2/latest-register-and-monthly-changes-1 |archive-date=October 23, 2017|url-status=live}}

File:G-NPTA Boeing 737-86N BCF (West Atlantic UK) at East Midlands Airport.jpg, the launch customer]]

In February 2016, Boeing launched a passenger-to-freighter conversion program, with converted aircraft designated as 737-800BCF (for Boeing Converted Freighter). Boeing started the program with orders for 55 conversions, with the first converted aircraft due for late 2017 delivery.{{cite news |title= Boeing launches 737-800BCF programme |url= https://www.flightglobal.com/news/articles/boeing-launches-737-800bcf-programme-422323/ |date= February 24, 2016 |work= Flightglobal |access-date= April 26, 2016 |archive-url= https://web.archive.org/web/20180725184044/https://www.flightglobal.com/news/articles/boeing-launches-737-800bcf-programme-422323/ |archive-date= July 25, 2018 |url-status= live}} The first converted aircraft was delivered to West Atlantic in April 2018.{{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 |access-date= July 25, 2018 |archive-url= https://web.archive.org/web/20180430115208/https://www.flightglobal.com/news/articles/boeing-delivers-first-737-800bcf-to-west-atlantic-447850/ |archive-date= April 30, 2018 |url-status= live}}

At the 2018 Farnborough Airshow, GECAS announced an agreement for 20 firm orders and 15 option orders for the 737-800BCF, raising the commitment to 50 aircraft. Total orders and commitments include 80 aircraft to over half a dozen customers.

Since early 737NG aircraft become available on the market, they have been actively marketed to be converted to cargo planes via the Boeing Converted Freighter design because the operational economics are attractive due to the low operating costs and availability of certified pilots on a robust airframe.{{citation needed|date=December 2015}}

Modifications to the 737-800 airframe include installing a large cargo door, a cargo handling system, and additional accommodations for non-flying crew or passengers.{{Cite press release |url= https://www.genewsroom.com/press-releases/gecas-boeing-announce-agreement-35x-737-800-boeing-converted-freighters-284441 |title= GECAS, Boeing Announce Agreement for 35x 737-800 Boeing Converted Freighters |date= July 17, 2018 |publisher= GE |access-date= July 25, 2018 |archive-url= https://web.archive.org/web/20180725183745/https://www.genewsroom.com/press-releases/gecas-boeing-announce-agreement-35x-737-800-boeing-converted-freighters-284441 |archive-date= July 25, 2018 |url-status= live}} The aircraft is designed to fly up to {{cvt|1995|nmi}} at a MTOW of {{cvt|174100|lb}}.{{Cite web |url= https://www.boeing.com/resources/boeingdotcom/commercial/services/assets/brochure/737_800BCF.pdf |title= 737-800BCF Boeing Converted Freighter |date= 2016 |publisher= Boeing |access-date= July 25, 2018 |archive-url= https://web.archive.org/web/20171118093213/http://www.boeing.com/resources/boeingdotcom/commercial/services/assets/brochure/737_800BCF.pdf |archive-date= November 18, 2017 |url-status= live}}

In 2015, Boeing launched the 737-800SF passenger to freighter conversion program with Aeronautical Engineers Inc (AEI). The conversion can be completed by AEI or third parties such as HAECO. GECAS was the initial customer. It has a {{convert|52800|lb|adj=on}} payload capacity, and a range of {{convert|2000|nmi}}.{{Cite web|title=AEI's 12 pallet 737-800 Freighter Conversion|url=https://www.aeronautical-engineers.com/products/12-pallet-737-800/|access-date=March 25, 2021|publisher=Aeronautical Engineers, Inc.|archive-date=July 29, 2020|archive-url=https://web.archive.org/web/20200729154753/http://www.aeronautical-engineers.com/products/12-pallet-737-800/|url-status=live}} It received its supplemental type certificate from the FAA in early 2019.{{Cite news |date= February 2019 |title=AEI receives FAA certification for B737-800SF |work= Airline Economics |url= https://www.aviationnews-online.com/cargo/aei-receives-faa-certification-for-b737-800sf/|language=en-GB}} In March 2019, the first AEI converted aircraft was delivered to Ethiopian Airlines on lease from GECAS.{{Cite press release |title= GECAS Delivers AEI's First-Ever 737-800 Converted Freighter to Ethiopian |url= https://www.ge.com/news/press-releases/gecas-delivers-aeis-first-ever-737-800-converted-freighter-ethiopian |date= March 4, 2019 |publisher= GE |language=en}} The Civil Aviation Administration of China cleared it in January 2020.{{Cite press release |title= AEI Receives CAAC B737-800SF Certification |url= https://www.aeronautical-engineers.com/news/139/ |date= January 13, 2020 |publisher= Aeronautical Engineers, Inc. |access-date= March 25, 2021 |archive-date= July 30, 2020 |archive-url= https://web.archive.org/web/20200730134952/http://www.aeronautical-engineers.com/news/139/ |url-status= live }} Aircraft lessor Macquarie AirFinance ordered four 737-800SFs in March 2021.{{Cite news|last=Hemmerdinger|first=Jon|title=Macquarie AirFinance orders four AEI 737-800 converted freighters|url=https://www.flightglobal.com/air-transport/macquarie-airfinance-orders-four-aei-737-800-converted-freighters/142700.article|date=March 2, 2021|website=Flight Global|language=en|access-date=March 25, 2021|archive-date=March 4, 2021|archive-url=https://web.archive.org/web/20210304010115/https://www.flightglobal.com/air-transport/macquarie-airfinance-orders-four-aei-737-800-converted-freighters/142700.article|url-status=live}}

File:Alaska Boeing 737-900 Airwim-2.jpg, the launch customer]]

Boeing later introduced the 737-900, an even longer variant stretched to {{cvt|138|ft|2|in}}. Because the −900 retains the same exit configuration of the -800, seating capacity is limited to 189, although aircraft equipped with a typical 2-class layout will seat approximately 177. The 737-900 also retains the MTOW and fuel capacity of the −800, trading range for payload. Alaska Airlines launched the 737-900 in November 1997, and the model first flew on August 3, 2000.{{cite press release|url=https://boeing.mediaroom.com/1997-11-10-Alaska-Airlines-Order-Launches-Boeing-737-900-Program|title=Alaska Airlines Order Launches Boeing 737-900 Program|date=November 10, 1997|publisher=Boeing|access-date=January 14, 2025}}{{cite press release|url=https://boeing.mediaroom.com/2000-08-03-Boeing-Next-Generation-737-900-Takes-First-Flight|title=Boeing Next-Generation 737-900 Takes First Flight|date=August 3, 2000|publisher=Boeing|access-date=January 14, 2025}} Alaska Airlines accepted the first delivery on May 15, 2001.{{cite press release|url=https://boeing.mediaroom.com/2001-05-16-Alaska-Airlines-Receives-First-Boeing-737-900|date=May 16, 2001|title=Alaska Airlines Receives First Boeing 737-90|access-date=January 14, 2025|publisher=Boeing}} The type proved unpopular, with only 52 delivered, before being replaced by the improved 737-900ER.

File:Lionair 737-900 ER first flight.jpg on the vertical stabilizer. The added exit door is visible aft of the wing.]]

The 737-900ER (Extended Range), which was called the 737-900X before launch, was the final and largest variant of the Boeing 737 NG line.{{cite press release|url=https://boeing.mediaroom.com/2005-07-18-Boeing-Launches-New-Higher-Capacity-Longer-Range-737|title=Boeing Launches New Higher Capacity, Longer Range 737|date=July 18, 2005|access-date=January 14, 2025|publisher=Boeing}} It was introduced to fill the range and passenger capacity gap in Boeing's product offerings after the 757-200 was discontinued, address the shortcomings of the 737-900, and to directly compete with the Airbus A321.

Up to two auxiliary fuel tanks in the cargo hold and standard winglets improved the range of the stretched jet to that of other 737NG variants, while an additional pair of exit doors and a flat rear pressure bulkhead increased maximum seating capacity to 220 passengers.{{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}}{{Cite web |last=Norris |first=Guy |date=February 6, 2006 |title=THE 737 STORY: The Long Stretch |url=https://www.flightglobal.com/the-737-story-the-long-stretch/65315.article |access-date=June 18, 2022 |website=Flight Global |language=en}} Airlines may deactivate (plug) the additional exit doors if the total configured capacity of the plane is 189 passengers or less.

The 737-900ER was launched in July 2005 and first flew in September 2006.{{cite news|url=https://www.flightglobal.com/boeing-performs-first-flight-of-737-900er-extended-range-737/69437.article|last=Reals|first=Kerry|date=September 5, 2006|access-date=January 14, 2025|title=Boeing performs first flight of 737-900ER, extended range 737|publisher=FlightGlobal}} The first plane was delivered to its launch customer, the Indonesian low-cost airline Lion Air, on April 27, 2007, and was painted in a special dual paint scheme combining Lion Air's logo on the vertical stabilizer and Boeing's livery colors on the fuselage.{{cite press release|url=https://boeing.mediaroom.com/2007-04-27-Boeing-Delivers-First-737-900ER-to-Launch-Customer-Lion-Air|title=Boeing Delivers First 737-900ER to Launch Customer Lion Air|date=April 27, 2007|access-date=January 14, 2025|publisher=Boeing}} A total of 505 -900ERs were delivered.

File:공중조기경보통제기 (7445565660).jpg, pictured in May 2004]]

• C-40 Clipper: The C-40A is a 737-700C used by the U.S. Navy as a replacement for the C-9B Skytrain II. The C-40B and C-40C are based on the BBJ (see below) and used by the U.S. Air Force for transport of generals and other senior leaders.
• E-7 Wedgetail: The E-7 is based on the 737-700ER. This is an airborne early warning and control (AEW&C) version of the 737NG. Australia was the first customer (as Project Wedgetail), followed by Turkey, South Korea, the United Kingdom, and the United States.{{Cite web |date=April 26, 2022 |title=Air Force identifies Boeing E-7 as solution to replace the E-3 capability |url=https://www.af.mil/News/Article-Display/Article/3011056/air-force-identifies-boeing-e-7-as-solution-to-replace-the-e-3-capability/ |access-date=April 27, 2022 |website=Air Force |language=en-US}} The aircraft is also designated as the 737-700IGW and 737-700W by Boeing.
• P-8 Poseidon: The P-8 is based on the 737-800ER, but with the stronger wings from the -900 and raked wingtips instead of the blended winglets available on civilian 737NG variants. The P-8 is a maritime patrol aircraft.[http://www.navy.mil/navydata/fact_display.asp?cid=1100&tid=1300&ct=1 "P-8A Multi-mission Maritime Aircraft (MMA) fact file"] {{Webarchive|url=https://web.archive.org/web/20070711021443/https://www.navy.mil/navydata/fact_display.asp?cid=1100&tid=1300&ct=1|date=July 11, 2007}}. US Navy, February 17, 2009. The aircraft was selected by the U.S. Navy on June 14, 2004 to replace the Lockheed P-3 Orion, with additional orders from Australia, Canada, Germany, India, New Zealand, Norway, South Korea, and the United Kingdom. The P-8 is designated as the 737-800ERX and 737-800A by Boeing.[http://www.flightglobal.com/news/articles/farnborough-2008-boeing-737-embarks-on-its-poseidon-adventure-225584/ "FARNBOROUGH 2008: Boeing 737 embarks on its Poseidon adventure"] {{Webarchive|url=https://web.archive.org/web/20160124031055/https://www.flightglobal.com/news/articles/farnborough-2008-boeing-737-embarks-on-its-poseidon-adventure-225584/|date=January 24, 2016}}. Flight International, July 15, 2008.

{{main|Boeing Business Jet}}

File:Boeing 737-75V BBJ AN1425895.jpg

In the late 1980s, Boeing marketed the Boeing 77-33 jet, a business jet version of the 737-300.{{sfn|Endres|2001}}{{pn|date=September 2021}} The name was short-lived. After the introduction of the next generation series, Boeing introduced the Boeing Business Jet (BBJ). The BBJ (retroactively referred to as 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 has increased range (through the use of extra fuel tanks) over the other various 737 models. The first BBJ rolled out on August 11, 1998, and flew for the first time on September 4.[http://www.airliners.net/info/stats.main?id=108 "The Boeing 737-700/800 BBJ/BBJ2"] {{Webarchive|url=https://web.archive.org/web/20080315213302/http://www.airliners.net/info/stats.main?id=108 |date=March 15, 2008}}. airliners.net, February 3, 2008. Retrieved August 30, 2009. A total of 113 BBJ1s were delivered to customers.

On October 11, 1999, Boeing launched the BBJ2. Based on the 737-800, it is {{cvt|5.84|m|ftin|order=flip}} longer than the BBJ1, with 25% more cabin space and twice the baggage space, but with slightly reduced range. It is also fitted with auxiliary fuel tanks in the cargo hold and winglets. The first BBJ2 was delivered on February 28, 2001. A total of 23 BBJ2s were delivered to customers.

The BBJ3 aircraft is based on the 737-900ER aircraft.{{cite web|url=http://www.boeing.com/commercial/bbj/#/aircraft/family/characteristics/bbj-3/|title=Boeing: Boeing Business Jets|website=boeing.com|access-date=September 7, 2016|archive-url=https://web.archive.org/web/20160906230619/http://www.boeing.com/commercial/bbj#/aircraft/family/characteristics/bbj-3/|archive-date=September 6, 2016|url-status=live}} The BBJ3 is approximately {{convert|16|ft}} longer than the BBJ2 and has a slightly shorter range.{{cite web |date=November 7, 2016 |title=Boeing BBJ 3 |url=https://www.bjtonline.com/aircraft/boeing-bbj-3 |url-status=live |archive-url=https://web.archive.org/web/20191205023741/https://www.bjtonline.com/aircraft/boeing-bbj-3 |archive-date=December 5, 2019 |access-date=December 5, 2019 |website=Business Jet Traveler}} Seven BBJ3s were delivered to customers.

{{main|List of Boeing 737 operators}}

As of July 2018, 6,343 Boeing 737 Next Generation aircraft were in commercial service. This comprised 69 -600s, 1,027 -700s, 4,764 -800s and 513 -900s.{{cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|website=Flightglobal.com|language=en-GB|archive-url=https://web.archive.org/web/20181106212640/https://www.flightglobal.com/asset/24536|archive-date=November 6, 2018|url-status=live|access-date=August 21, 2018}}

Data {{as of|2025|5|lc=yes}}

{{main|List of accidents and incidents involving the Boeing 737#737ng}}

The Boeing 737 Next Generation series has been involved in 22 hull-loss accidents and {{#expr:3+10}} hijackings, for a total of {{#expr:3+764}} fatalities, according to the Aviation Safety Network, {{as of|January 2020|lc= y}}.{{cite web |url= https://aviation-safety.net/database/types/Boeing-737-600/statistics |title= Boeing 737-600 |access-date= January 23, 2020 |archive-date= September 15, 2020 |archive-url= https://web.archive.org/web/20200915181334/https://aviation-safety.net/database/types/Boeing-737-600/statistics |url-status= live}}, {{cite web |url= https://aviation-safety.net/database/types/Boeing-737-700/statistics |title= 737-700 |access-date= January 23, 2020 |archive-date= September 15, 2020 |archive-url= https://web.archive.org/web/20200915180311/https://aviation-safety.net/database/types/Boeing-737-700/statistics |url-status= live}}, {{cite web |url= https://aviation-safety.net/database/types/Boeing-737-800/statistics |title= 737-800 |access-date= January 23, 2020 |archive-date= February 19, 2020 |archive-url= https://web.archive.org/web/20200219125822/http://aviation-safety.net/database/types/Boeing-737-800/statistics |url-status= live}}, {{cite web |url= https://aviation-safety.net/database/types/Boeing-737-900/statistics |title= 737-900 Statistics |work= Aviation Safety Network |date= January 17, 2020 |access-date= January 23, 2020 |archive-date= September 15, 2020 |archive-url= https://web.archive.org/web/20200915181251/https://aviation-safety.net/database/types/Boeing-737-900/statistics |url-status= live}} An analysis by Boeing of commercial airplane accidents in the period 1959–2017 showed that the Next Generation series had a hull loss rate of 0.17 per million departures compared to 0.71 for the classic series and 1.75 for the original series.{{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= October 2018 |access-date= November 20, 2019 |archive-url= https://web.archive.org/web/20141101005316/http://www.boeing.com/news/techissues/pdf/statsum.pdf |archive-date= November 1, 2014 |url-status= live}} The deadliest occurrence for a 737NG is Jeju Air Flight 2216, a 737-800, which overshot the runway while performing a belly landing at Muan International Airport in South Korea and crashed into an embankment on December 29, 2024, killing 179 of the 181 on board.{{Cite web |date=December 29, 2024 |title=Jeju Air crash: almost all presumed dead after South Korean aircraft veers off runway and hits wall |url=https://www.theguardian.com/world/2024/dec/29/south-korea-plane-casualties-reported-181-onboard-jeju-air |access-date=December 29, 2024 |newspaper=The Guardian}}

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{{Aircraft specs

|ref={{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= December 8, 2016 |archive-url= https://web.archive.org/web/20150207152159/http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |archive-date= February 7, 2015 |url-status= live}}{{cite web |url= http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/cb5a51687a9853cd86257fcb0064c0a9/$FILE/A16WE_Rev56.pdf |title= Type Certificate Data Sheet |publisher= FAA |date= June 3, 2016 |access-date= December 8, 2016 |archive-url= https://web.archive.org/web/20161220084620/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/cb5a51687a9853cd86257fcb0064c0a9/$FILE/A16WE_Rev56.pdf |archive-date= December 20, 2016 |url-status= live}}

|prime units?=imp

|genhide=

|crew=2

|capacity=160 passengers in two classes or 175 in one class, and {{cvt|1591|cuft|m3}} of cargo

|length m=39.47

|length ft=129

|length in=6

|length note=

|span m=35.79

|span ft=117

|span in=5

|span note=

|width m=3.76

|width ft=12

|width in=4

|width note=(fuselage)

|height m=

|height ft=

|height in=

|height note=

|wing area sqm=124.60

|wing area sqft=

|wing area note={{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= May 31, 2025 |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}}

|airfoil=

|empty weight kg=41413

|empty weight lb=91300

|empty weight note=

|gross weight kg=

|gross weight lb=

|gross weight note=

|max takeoff weight kg=79016

|max takeoff weight lb=174200

|max takeoff weight note=

|fuel capacity={{cvt|6875|USgal|L}}

|more general=

|eng1 number=2

|eng1 name=CFM International CFM56-7B26

|eng1 type=turbofan engine

|eng1 kn=

|eng1 lbf=26300

|eng1 note=

|thrust original=

|perfhide=

|max speed kmh=

|max speed mph=

|max speed kts=

|max speed mach=0.82

|max speed note=

|cruise speed kmh=

|cruise speed mph=452

|cruise speed kts=

|cruise speed note=at {{cvt|39000|ft|m}} (long-range cruise)

|stall speed kmh=

|stall speed mph=

|stall speed kts=

|stall speed note=

|never exceed speed kmh=

|never exceed speed mph=

|never exceed speed kts=

|never exceed speed note=

|minimum control speed kmh=

|minimum control speed mph=

|minimum control speed kts=

|minimum control speed note=

|range km=

|range miles=

|range nmi=2927

|range note=

|endurance=

|ceiling m=

|ceiling ft=41000

|ceiling note=

|climb rate ms=

|climb rate ftmin=

|climb rate note=

|time to altitude=

|lift to drag=

|wing loading kg/m2=

|wing loading lb/sqft=

|wing loading note=

|fuel consumption kg/km=

|fuel consumption lb/mi=

|thrust/weight=

|more performance=*Takeoff distance: {{cvt|2316|ft|m|order=flip}}

• Landing distance: {{cvt|1600|ft|m|order=flip}}

|avionics=

}}

{{Portal|Aviation|United States}}

{{aircontent

|see also=

• Competition between Airbus and Boeing

|related=

• Boeing 737
• Boeing 737 Classic
• Boeing 737 MAX
• Boeing Business Jet
• Boeing C-40 Clipper
• Boeing E-7 Wedgetail
• Boeing P-8 Poseidon
• Boeing T-43

|similar aircraft=

• Airbus A320 family
• Boeing 717
• Boeing 757
• Airbus A220/Bombardier CSeries
• Comac C919
• Embraer 195
• McDonnell Douglas MD-90

|lists=

• List of aircraft

}}

{{Reflist|group=N}}

{{reflist|30em}}

{{refbegin}}

• {{cite book|last1=Endres |first1=Günter |title=The Illustrated Directory of Modern Commercial Aircraft |location=St. Paul, Minnesota |publisher=MBI Publishing Company|date=2001 |isbn=0760311250}}
• {{cite book|last1=Norris|first1=Guy |first2=Mark |last2=Wagner |title=Modern Boeing Jetliners |location=Minneapolis, Minnesota |publisher=Zenith Imprint |date=1999 |isbn=9780760307175}}
• {{cite book |last1=Shaw |first1=Robbie |title=Boeing 737-300 to 800| location=St. Paul, Minnesota |publisher=MBI Publishing Company|date=1999 |isbn=0760306990}}

{{refend}}

{{Commons category|Boeing 737 Next Generation}}

• [http://www.boeing.com/commercial/737family/background.html 737 page on Boeing.com]
• {{cite book |title=The Boeing 737 Technical Guide |first=Chris |url=https://books.google.com/books?id=3XteCAAAQBAJ |last=Brady |date=September 12, 2016 |publisher=Lulu.com |isbn=978-1447532736}}

{{Boeing airliners}}

{{Boeing 737 family}}

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{{Thai transport aircraft designations}}

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Category:Boeing 737

Category:1990s United States airliners

Category:Twinjets

Category:Aircraft first flown in 1997

Category:Low-wing aircraft

Category:Aircraft with retractable tricycle landing gear

737NG