In Australian Service — Boeing 737 Pt I

On 1 June 1959 Boeing initiated the 727 project. To minimise costs, the design objectives included the use, wherever possible, of tooling employed in the 707/720 series. Apart from the obvious production benefits, the commonality of many components between the 727 and 707/720 also had important cost savings for operators of both types. The 148 inch wide fuselage was retained and presented passengers with a similar cabin width to which they were accustomed on the 707. However, the fuselage differed in that it had a circular cross section rather than the ‘double bubble’ used in the 707. This was accomplished by using $3m of 707 tooling for the upper lobe and blending it with the revised lower lobe. Rolled out on 20 November 1962, the first 727-100 had its maiden flight on 9 February 1963. Eastern Airlines operated the first Boeing 727 service on 1 February 1964 from Miami to Washington and Philadelphia. The 727 was an outstanding success and when the last aircraft was rolled out on 14 August 1984 a total of 1,832 had been built.

The design philosophy employed by Boeing in the development of the 727 was echoed in the evolution of the 737 program. Design work on the Model 737 began on 11 May 1964. A feature of the design was to incorporate as many 727 components and assemblies as possible in the 737. It has a basic body structure similar to the 727 and has identical doors, ceilings, seats, side panels, engines, thrust reversers, power plant nose cowlings and starters. Boeing announced the decision to build the 737 on 19 February 1965 at the same time the first order for 21 aircraft by Lufthansa was made known. The first flight of the prototype, a 737-130 registered N73700, took place on 9 April 1967 and this aircraft is still in service today with NASA as N515NA. Boeing 737 airline operations were launched by Lufthansa on 10 February 1968.

The initial 737-100 version was powered by two Pratt & Whitney JT8D-7 turbofans of 14,000lb st, had a wing span of 93ft, fuselage length of 90ft in, height of 37ft, maximum takeoff weight of 97,00Olb and normal passenger accommodation of 103 at 34 inch pitch or up to 115 passengers at 31 inch pitch. Production of the Series 100 737 ran to only 30 aircraft as early certification of the larger 737-200 in December 1967 obviously had the airlines opting for the larger aircraft. The 737-200 was generally similar to the earlier version, but featured a 6ft 4in fuselage stretch which lifted normal accommodation to 115. This could be increased to 130 at 29 inch pitch. United Air Lines first ordered the 737-200, deliveries of which began in early 1968. Also available was the 737-200C convertible passenger/cargo version and the 737-200QC which could be speedily converted to cargo use by virtue of the palletised passenger seats. It had the same sized cargo door (7 by 11ft) as installed on the 707 and 727 and could consequently offer transitional cargo handling facilities between these other aircraft. Gross weight of the 737-200/ 200QC was up to 115,000lb.

The Advanced 737-200 introduced in May 1971 incorporated refinements available from the 135th production aircraft which were also offered free in kit form to operators of earlier aircraft. The aerodynamic improvements to reduce drag were the fitting of target type reversers in lieu of the earlier clamshell type and the engine pod was modified with an aft extension of 45in. Numerous other changes were also included such as automatic wheel brakes, increased fuel capacity, gross weight and range. Quiet engine nacelles were offered as an option as was a gravel field kit to allow operations into airfields never previously used by jets. Progressive powerplant improvements such as the more powerful JT8D-15 and -17 of 15,500lb st saw gross weight increase to 128,100Ib. Other 737-200 versions were also offered in business and military layouts. Total production of all versions of the 737-200 was 1,114.

The first of three current versions of the 737, the 737-300, was ordered into production during March 1981 and was rolled out on 17 January 1984. The first flight took place on 24 February with the first delivery to USAir on 28 November 1984. The changes from the 737-200 are numerous, but the predominant improvements are the new generation CFM56-3 series powerplants with current options available to 22,000lb st, a fuselage stretch of 44 inches forward and 60 inches aft, modified airfoil wingtip extension which increases span by 21 inches, an interior based o n the Boeing 757, a dorsal fin extension, horizontal stabiliser extension, extensive use of advanced composites and a digital flight deck. The improvements result in a fuel burn up to 30% less than the 737-200. Passenger accommodation ranges from 120-149 and options take maximum brake release gross weight to 138,500lb. As at the beginning of 1990, 911 737-300s have been ordered of which 577 have been delivered. Developing further on the improvements of the 737-300, the new 747-400 first flew on 19 February 1988 and entered airline service in September 1988. The fuselage is further lengthened by additional overwing exits, strengthened landing gear and wing, leading edge slats and Krueger flaps, added tail skid and revised avionics. Engine options are the CFM56-3C-1 of 23,500lb st which permits a MBRGW of 150,000lb. Passenger accommodation varies between 135-172 seats. The expanding order book at the start of this year had reached 181.

On the surface, the cliche “the more things change . . . ” seems to apply to the 737-500. Its 100-132 passenger accommodation seems uncannily similar to the earlier examples of the 737 family. Of course nothing could be further from the truth. The 737-500 is almost the same size as the 737-200 but embodies 737-300 technology. The principal changes from the 737-300 are the removal of 54 inches forward and 40 inches aft of the wing, a revised wing-body fairing and new nose tyre gear. Powerplant choices range from the standard 18,500lb st CFM56-3-B1 Derate to the optional 20,000lb st CFM56-3-B1 or CFM56-3C-1. The MBRGW ranges from 115,500lb on the basic aircraft to 133,500Ib with the more powerful engine option. Orders for 193 737-500s were to hand at the end of 1989. US FAA certification and delivery of the first 737-500 were scheduled for the first quarter of this year.

The three members of the 737 in current production are a formidable trio. For prospective operators they add the extra enticement of a substantial degree of commonality between types. For airframe spares the -300/-400 offer 70-80% commonality by spares investments, the -300/-500 75-85% and the -400/-500 80-85%. Spare engines and modules can be intermixed as can 80-100% of engine spares and ground support equipment. Commonality for the airframes are 95-100% and for the powerplants 90-100%. These figures are sure to weigh heavily in the minds of operators who presently operate the 737-300 and no doubt has been largely responsible for the rapid success of the -400 and -500. As Boeing enters the 1990s they must be very confident of further substantial sales for their 737 family.

Despite the significant sales success enjoyed by the Boeing 737 in other markets, sales in Australia proved illusive for many years. The first jet passenger aircraft to enter service in Australia was the Boeing 727 which commenced operations here on 2 November 1964 and ushered in the commercial jet transport era. It was joined on 17 April 1967 by the first of Ansett-ANA’s and TAA’s Douglas DC-9s. These two aircraft types shouldered the main load of domestic airline traffic well into the 1980s until the next generation of jet aircraft arrived. And it was the Boeing 737, which had waited in the wings for so long for an Australian sale, which was to play a decisive role in setting the agenda for successful airline operations in the 1980s.

The first attempt by Boeing to sell the 737 in Australia was unsuccessful. During August and December 1967, proposals were submitted to Ansett-ANA and TAA that they should acquire Boeing 737s to replace their Douglas DC-9s. However nothing eventuated from these approaches.

In 1972 Boeing brought their 737 demonstrator N1359Q to Australia and demonstration flights were conducted for both East-West and Qantas. The aircraft arrived at Sydney on 15 February 1972 after a flight from Port Moresby. Demonstrations to Qantas included a flight to Norfolk Island on 17 February and the following day it flew to Tamworth for a presentation to East-West. This aircraft was a 737-222 originally registered N737Q and first flown on 9 March 1968. It was equipped with low pressure tyres and a gravel field kit devised by Boeing to enable operations from unsealed surfaces. This was considered to have appeal, particularly for Qantas, as it would bring jet travel to the Sydney/ Norfolk Island route which was then served by their geriatric Douglas DC-4s. It was felt that the tyre/gravel kit installations would protect both the aircraft and Norfolk Island’s then crushed coral airstrip from any damage. Part of the gravel kit consisted of a modified nosewheel with a sled arrangement which prevented damage to the aircraft by diverting gravel and similar material dislodged during landing and takeoff. A series of external nozzles were also located under and in front of the engine intakes to prevent ingestion of gravel, etc.

For Qantas, the Boeing 737 proposal had appeal by not only enabling a significant improvement in equipment on the Norfolk Island service, but because there were also thoughts of a network through the islands to the north as far as Guam. However, despite these modifications to the demonstrator, some damage did occur to the Norfolk Island airstrip. Qantas ultimately relinquished the route to East-West and following the substantial upgrading of the airport, including a new sealed runway, jet operations were subsequently introduced by East-West F-28s and Air New Zealand Boeing 737s during 1983.

Despite the obvious appeal of the 737, neither East-West nor Qantas signed on the dotted line and some years were to pass until the hoped for Australian 737 sales were received by Boeing. As a postscript to this chapter, the Boeing 737 demonstrator used in the 1972 tour was later purchased by New Zealand National Airways Corporation on 15 February 1974 as ZK-NAM. If Boeing had experienced much disappointment from their lack of earlier 737 sales success in Australia, they were amply rewarded for their patience and persistence when on 17 March 1980 Ansett placed a real mega-order. The $600m order was, at that time, the fifth largest ever placed with the Boeing Commercial Airplane Company. It was for 12 Advanced Boeing 737-200s to replace their existing 12 McDonnell Douglas DC-9s, four Boeing 727-200LRs and five Boeing 767-200s. It marked a major commitment for Boeing equipment for many years ahead and the fleet mix was to prove particularly crucial in the early 1980s. Sir Peter Abeles summed it up when he said “The result of the Ansett re-equipment program is that Australian air travellers have the benefit of the most flexible air fleet of any Australian airline, which by its ideal fleet mix of 100, 150 and 200 seat jet types can swiftly respond to traffic demands on various routes. ”

Apart from the capital expenditure on new aircraft, $45m was spent on a new engineering complex adjacent to Melbourne Airport at Tullamarine, which in par included a centre for new Boe- ing 737 and 767 flight simulators and space to accommodate two 767s and a 727, or five other aircraft made up of 727s, 737s and a Fokker F27.

On 13 April 1981 Ansett Airlines of Australia announced its new name and released details of the new colour scheme for the aircraft on order. The airline would have the name Ansett, and the revised livery would feature an all white fuselage with the stylised Southern Cross and Star of Federation on the coloured fin and rudder.

The new corporate colours were launched by VH-CZM, the first of the Boeing 737-277s when it arrived at the end of its delivery flight at Melbourne on 20 June 1981. After arrival, it was furnished and carried out demonstration and training flights before entering service on 1 July 1981 inaugurating Boeing 737 operations in Australia on a flight from Melbourne to Coolangatta Deliveries continued at a rate of roughly one aircraft per month with the final delivery of VH-CZX on 7 June 1982. The arrival of the 737s meant the gradual phasing out from service of Ansett’s DC-9s, with the their last DC-9 VH-CZA, being withdrawn from use on17 June 1982.

Ansett was the third operator of the Advanced 737, after British Airways and Lufthansa. The advanced technology flight deck was, at the time of its introduction, the most sophisticated developed by Boeing. Amongst the equipment was a BoeingLear Siegler Performance Data Computer System, Global Navigation GNS 500A Series 3 VLF Omega navigation system, electric Mach/ASI/IVSI and altimeter, Collins FD110 Flight Director with a five inch ADIand HSI, an SP177 Autopilot capable of operation to Category Ill (50 feet), RCA Primus 90 colour weather radar and an automatic braking system. The powerplant selected was the Pratt & Whitney JT8D-15 (the same as installed in Ansett’s Boeing 727-277s) instead of the standard JT8D-9A.

An interesting inclusion in the Ansett 737s was the eventual use of low pressure tyres manufactured in Australia by Dunlop. These were initially installed in some Ansett DC-9s, then removed and sent to Boeing for examination and FAA certification to enable new tyres to be retrofitted in Australia to aircraft previously delivered with US tyres. These low pressure tyreshad the potential to increase maximum gross taxi weight from 117,500lb to128,600Ib without any structural alterations if the requirement arose.

In the Boeing 737-277, Ansett had an aircraft capable of operating from any airport on their network in all temperature conditions without a weight penalty. For example, if 40 degree temperatures were encountered in Canberra, up to 40 passengers had to be offloaded from a DC-9 on a Canberra/Adelaide flight. The commonality in many areas with the 727 was also an important cost saving feature. From the passenger’s point of view, the same wide six-abreast tourist seating as used in the 727, was a plus for the 737 and the smaller aircraft offered similar comfort standards to the 727. With four JAMCO galleys – two foreward and two aft – a high standard of in flight service was offered. It was this family similarity between the 737 and 727 and its flexibility in the fleet with the 100-150-200 seat aircraft concept when the 767s arrived, which placed Ansett in such a favourable market position.

NEXT ISSUE: We conclude the story of the 737 In Australian Service with a full rundown on each of the mark to wear VH registration and Australian Airline’s decision to make the Boeing twinjet the backbone of its fleet. Don’t miss it!