Update – Boeing 737-300

The longer body provides room for three more rows of six seats each and a half-row of three seats. The added payload and the higher-thrust, more efficient engines result in an 18 to 20 per cent reduction in fuel burn per seat, bringing the -300 near the efficiency of Boeing’s 757.

Although the new aircraft will be about 10,000 pounds heavier than the current -200, it will have lower noise levels and about the same direct operating costs. However, the new -300, because of its extra length, will have 22 per cent lower hold cargo capability, increasing from 875 cubic feet to 1,068 cubic feet.

The extra weight will come not only from the larger engines, but from heavier tyres, wheels and brakes, wing tip extensions, some strengthening in the wing for the heavier engines, plus the weight of the extra passengers, baggage and cargo.

Because of the larger engine diameter, even though the engine is mounted ahead of the wing and higher, the nose gear strut has been lengthened to ensure ground clearance of the nacelle. At its lowest point, the engine will have 18 inches of clearance compared to 20 inches on the current aeroplane.

Positioning accessories at the sides of the engines allows a flattened bottom to the front part of the nacelle, to provide ground clearance of 29 inches forward and 18 inches at the rear.

Other changes include modified slats on the leading edge of the wing to improve low-speed lift and high-speed drag, a revised fairing at the root of the vertical tail, and some changes to the small flaps and flap tracks on the trailing edge of the wing behind the engine.

The flight deck will reflect the latest technology and digital instrumentation now being offered on advanced 737-200s.

“The beauty of the 737-300 is that it is so straightforward,” according to J. S. Sutter, Vice President of Operations for the Boeing Commercial Airplane Company.

“We essentially have kept the same wing, main gear, flight deck, fuselage diameter and empennage. For its market, the airline investment will be relatively low. ”

Mr Sutter said the program is “engine paced” and the aeroplane will be ready by the time the engines are available. Currently, a General Electric/Snecma engine designated the CFM56-3 with 20,000 pounds of thrust, is expected to enter flight testing in mid-1984 with the first certified aeroplane delivered at the end of that year.

Although the three-row stretch provides for the addition of 18 seats as a baseline, actual increases would vary with the configuration.

Comparisons with current usages of the 737-200 show the following differences:

• In mixed class service with 38/34-inch pitch, “typical U. S. configuration”, seating will increase from 100 to 121;

• In all-tourist 34-inch pitch, seating increases from 115 to 132;

• In all-tourist 32-inch pitch, seating increases from 120 to 141;

• For inclusive tour charter operations, the increase will be from 140 to 149 seats.

The differences are because of galley changes and other interior accommodation arrangements. Volume per passenger in overhead stowage bins remains about the same as on the 737-200.

This is the second major change to the 737 since the program was announced in February 1965. Shortly after the first order for the 94-foot 737-100, the 737-200 with a six-foot longer body was announced.

This aircraft in its basic and advanced versions has been the mainstay of the 737 fleet since then, with more than 900 ordered by airlines.

Specifications:

Weight (maximum takeoff) (56,025 kg) 124,500 lbs

Length (33. 7 m) 109 ft. 7in.

Wing span (29 m) 94 ft. 10 in.

Takeoff field length (2,200 m) 7,150 ft.