Update – Boeing 737-300

With the new engines, the 737-300 takes off more quietly than any twinjet in its class. In fact, the noise level is well below stringent new requirements set forth in U. S. Federal Air Regulation 36 Stage 3, and ICAO Annex 19 Chapter 3. The 737-300 is indeed a good community neighbour at even the most noise sensitive airports which might well see it eventually operating into Sydney during curfew hours.

The 737-300 was given the official go-ahead by Boeing in March 1981 as a re-engined derivative of the 737-200 with a fuselage extension of 104 inches (2. 6m). Since then, with the application of technology from the 757 and 767 programs, this latest short-to-medium-range twinjet has become a newgeneration airliner in its own right.

Lightweight materials incorporated in the 737-300 include advanced composites for flight control surfaces, aerodynamic fairings, engine cowlings and landing gear doors. Fabricated from fibres of carbon or Kevlar embedded in resin, these components save weight to help reduce fuel consumption. A further weight saving is attributable to new aluminium alloys in the wing skins, similar to applications in the 757 and 767.

For passenger comfort, Boeing has given the 737-300 the same interior as that developed for the 757. Overhead bins, among the largest in service on any airplane, are each five feet long (1. 52m) and hold up to 180 pounds (81 kg) of carry-on items.

The bins and interior panels are made from composite materials for a weight savings of 1,100 pounds (495 kg) per aeroplane.

Still more 757/767 technology is found in the flight deck. Like its larger cousins, the 737-300 features a fully integrated flight management system (FMS) for automatic control and guidance of the aircraft. Linking together digital processors controlling navigation, guidance and engine thrust, the FMS assures that the aircraft flies the most efficient route and flight profile for reduced fuel consumption, flight time and crew workload. With optional equipment, it can make Category IIIA automatic landings (50-foot decision height and 700-foot runway visual range). The 737-300 is also available with Collins EFIS, an option that has been taken up by both TAA and. Ansett.

A key component of the FMS is the laser gyro inertial reference system. Proven highly accurate and reliable in thousands of hours of service aboard 757s and 767s, the laser gyro system has set the standard for simplicity and precision in navigational equipment and aircraft primary attitude information.

For improved aerodynamic efficiency, the wing leading edge of the 737-300 has been recontoured compared to that on the -200 aeroplane. This approximates the shape of the wing on the 757 and 767 to reduce drag during cruise while keeping approach speeds nearly the same as on the lighter 200.

Still another advancement is in corrosion protection, something for which Boeing was never noted for. Manufacturing techniques developed for the 757 and 767 now are standard on all 737s. This includes the application of special sealants and enamelling of major portions of the fuselage.

The longer fuselage of the -300 provides seating for up to 22 more passengers. In mixed class service with 38/32-inch pitch (97/81 cm), the -300 seats 128 passengers; in an all-tourist configuration at 32-inch pitch (81 cm), seating is 141. For inclusive-tour charter operations (30-inch pitch or 76 cm), a maximum of 149 passengers can be carried. TAA and Ansett though will fly their aircraft usually in a 112/115 seat configuration.

Other changes compared to the 200 are:

• A strengthened wing to accommodate more gross weight.

• Tip extensions on the wings and horizontal stabilizers.

• Strengthened wheels, tyres and brakes.

• Lengthened and reshaped dorsal fairing at the root of the vertical tail.

• Repositioned nose gear to help provide engine inlet ground clearance about the same as the 737-200.

• More lower-hold cargo capability due to extra body length, increasing from 875 cubic feet (26. 3 m3) to 1,068 cubic feet (32 m3) — or 22 per cent more.

The -300 is offered at maximum brake-release weights ranging from 124,500 pounds (56 025 kg) up to 135,000 pounds (60 750 kg), and even higher weights are undergoing flight testing and engineering analysis. Optional auxiliary fuel tanks also are available.

Despite all the changes and new technology, the 737-300 still bears a high degree of (80%) commonality with the -200 aeroplane. This was a key objective set early in the design phase of the new twinjet. For example, both models have essentially the same handling characteristics in the air as well as on the ground. Pilots flying 737-200s will not need a new type-rating to operate -300s, thereby minimizing the training required. Furthermore, a substantial number of replaceable parts on the -300 are identical to those on the -200, which simplifies aeroplane spares inventory and maintenance where the two types are operated by the same carrier. For the world’s 130 operators of more than 1,000 737- 200s, commonality makes it easy to step up to the higher capacity and advanced technology of the-300, and integrate the new twinjet into existing fleets.

The first 737-300 rolled out of Boeing’s Renton, Washington, plant on Jan. 17, 1984, and made its initial flight Feb. 24. That began a nine-month flight test program, during which a fleet of three 737-300s logged nearly 1,300 hours in the air.

Certification of the 737-300 by the U. S. Federal Aviation Administration was awarded Nov. 14, 1984. First deliveries of the new aircraft occurred Nov. 28 to USAir and Nov. 30 to Southwest Airlines (Dallas). Both carriers put their new aircraft into revenue service in December 1984. The British Civil Aviation Authority granted certification on Jan. 29, 1985, the same day that Orion Airways of Great Britain became the first non-U. S. customer to take delivery of the 737-300.

TAA announced its order for 12 737-300s in late May with Ansett following one month later. TAA will receive its first of type in June, 1986 while Ansett will receive its first -300 in July. Both carriers will then receive one aircraft each month through 1986/87. TAA will dispose of its DC-9-30s as the 737s are introduced into service, these aircraft will then be sold via Australian Aircraft Sales of Sydney who already own a number of the DC-9s. At present it is envisaged that Ansett will most probably retain its 737-200s for offshore lease through sale of the aircraft has not been ruled out in the event that leasing is not a viable proposition at the time. Both carriers have opted for the higher gross weight long range aircraft. When Boeing decided to launch the 737-300 project in early 1981 they anticipated a total long term market for the type of 500 units. That their projection will prove highly conservative is beyond doubt considering the demand already created for the newest Boeing, a demand that will ultimately make the 737 the best-selling jet airliner in history.