The Boeing 737-900 was known as the 737-900X and was launched in November 1997 with an order from Alaska Airlines.
Boeing’s Next Generation 737-900 and 737-800 are the largest members of the strong selling 737 family, being powered by two CFM International CFM56-7B26 turbofans.
The Boeing 737-900, a derivative of -800 model, with two sections being added to the baseline model fuselage, can carry 189 passengers in a typical cabin configuration.
Like the others aircraft models (Boeing 737 -600, -700, -800), the -900 has been improved with winglets as standard, that significantly will reduce aerodynamic drag, also will decrease the fuel consumption by up to 7%.
Compared to the 737-800, the 737-900 has a better, improved fuselage with the addition of a 5 feet 2 inch forward plug and a 3 feet 6 inch aft plug.
The -900 and -800 present new fuselage lengths, extending 737 single class seating range out to 189, compared with 100 in the original 737-100.
The Boeing 737-900 is considered the longest and most powerful variant to date. Alaska Airlines launched this aircraft in 1997 and accepted delivery on May 15, 2001.
Because the -900 keeps the same exit configuration, the MTOW and fuel capacity of the -800, seating capacity is limited to 177 seats in two classes, or 189 in a single-class layout.
The wing area was modified, increased by 25% and the span by 16 ft (4.88 m), which increased the total fuel capacity by 30%.
Like the -600 and -700, the -800 and -900 feature the Next Generation enhancements counting more capable CFM56-7B turbofans, the new wing with greater chord, span and wing area, larger tail surfaces and the 777 style EFIS flightdeck with six flat panel LCDs which can show information as on the 777 or as on the 737-300/400/500 series, the latter permitting a common pilot type rating for the two 737 families. BBJ style winglets are offered as a standard feature for the -900.
The newest members of the Boeing 737 family - - the 737-600/-700/-800/-900 models — continue the 737’s pre-eminence as the world’s most admired and reliable commercial jet transport.
The most recent addition to the family is the -900 model, seating about 180 passengers.
The Boeing 737NG is a conventional, medium-size airliner with podded engines and sweptback wing and tail surfaces.
All NG versions with a greater range and speed envelopes that previous older generation 737s, and operate with lower noise and emissions. The airplane is fitted with newer high-lift systems, larger tail surfaces, increased wing area, tankage while still being able to use the same runways, taxiways, ramps and gates as preceding variants.
Ground noise is diminish by approximately 12 dB thanks to the installment of a new diffuser duct and cooling vent silencer on the APU.
Boeing 737-900 Exterior
The performance of the 737NG is essentially that of a new aircraft, but important commonality is retained from previous 737 models. The wing was modified, its area being increased by 25% and span by 16 ft (4.9 m), which improved the total fuel capacity by 30%.
Additional fuel capacity and standard winglets increase range to that of other 737NG variants.
The fuselage and the wings are of fail-safe aluminum design, having a corrosion-resistant skin. The nosecone, wing and fuselage fairings, fin tips, the fairings of the flap actuators and other non-stressed components are created from glass and carbon fiber reinforced plastics (GFRP and CFRP). The rear of the engine nacelles are made of graphite, Kevlar and glass fibre composites.
The aircraft is outfitted with tricycle-type hydraulically operated retractable landing gear. The gear is fitted with oleo-pneumatic shock absorbers. The main wheels retract inwards with the wheels forming the well seal; the wells have no doors. The main wheels are fitted with Honeywell or Goodrich wheel brakes. The twin nose wheel retracts forward.
In April 2008, Boeing finished certification testing of new carbon brakes for the 737 NG. The carbon brakes provide a weight saving of between 250kg (550lb) and 320kg (700lb), varying on airplane model, compared to steel brakes.
With program launch of Aviation Partners Boeing 737-900 Blended Winglets, and first deliveries slated for December 2007, the world’s airways will soon be making room for even more Blended Winglet Performance Enhanced airplanes.
If winglets are so good, you may speculate why all 737s don’t have them. In fact 85% of all new 737s are now created with winglets, particularly the 800 and 900 series and of course all BBJs. It comes down to cost versus advantages.
Once fitted, they add 170-235kg (375-518lbs) to the weight of the airplane, depending upon whether they were mounted at production or a retrofit.
In simple terms, if your average sector length is short (less than one hour) you won’t get much the advantage from winglets - unless you need any of the other benefits such as reduced noise or you regularly operate from obstacle limited runways.
The family of 737s consisting of the Boeing 737-600, -700, -800 and -900 is the newest design and the most technologically superior in the single-aisle market.
The extra length on the 737-900 is not the only record likely to be achieved on this programme, but, according to Boeing, the expected savings should also be of record proportions.
We can say that the -900 is be the most economical short- and medium-range jet.
With a maximum cruising altitude of 41,000ft or 12,500m, the 737-900 outdoes all its older predecessors, the 737-300, -400 and -500, as in fact all the Next Generation 737s do, in the present case by 4,000ft. An airstair for the forward cabin is optional and it’s used by several airlines.
The aircraft has a lightweight interior with a movable class divider, overnight seating-pitch flexibility and modular passenger service units that include fold-down video screens in the underside of the baggage bin. All models have two underfloor baggage hold, both forward and aft of the wing.
| Boeing 737-900 with winglets*|
| Wing span || 35,79 m|
| Wing area || 125 m²|
| Winglet height || 2,44 m|
Boeing 737-900 Interior
The Boeing 737-900 cabins are typically arranged in a two-class configuration with first-class passengers four abreast and tourist-class passengers six abreast. The cabins are air conditioned with a three-wheel air cycle environmental control system.
Airstairs are optional for the forward cabin, permitting the airplane to operate at airports with limited facilities.
The 737 900 has a seating capacity of 189 (1 class, dense) and 177 (1 class standard). The length is 138 ft 2 in (42.1 m) with a wingspan of 117 ft 5 in (35.7 m). The 737 900’s tail height is 41 ft 2 in (2.5 m).
The 737 900’s cargo capacity is 1,852 sq ft (52.5 m3). The cruising speed is Mach 0.785 (925 km/h). The maximum fuel capacity is 6,875 US gallons (26,020 l).
All Next Generation 737s are already routinely fitted with improved, automatically outwardly opening escape hatches over the wings to enable today’s larger passenger complements to exit the aircraft rapidly in the event of an emergency.
The aircraft is operated by a flight crew of two sitting side by side on the flight deck.
The Boeing 737-900 has alternative cabin layouts capable of accomodating 177 to 189 passengers.
With a maximum number of passengers of 189, Boeing has reached the final upper limit for the 737, whose basic design dates from the 1960s. In those days a 737-100 carried only 103 to 115 passengers.
The 189 passengers permitted today is the maximum number able to pass quickly enough through the doors and evacuate the relatively narrow emergency exits over the wings.
Boeing 737-900 Avionics
A short-field design package is available for the 737-600, -700 and -800, permiting operators to fly increased payload to and from airports with runways under 5,000 feet (1,500 m). The package is based on sealed leading edge slats (improved lift), a two-position tail skid (enabling reduced approach speeds) and improved flight spoiler deflection on the ground. These improvements are standard on the 737-900ER.
The flight deck is for two persons: pilot and co-pilot. As an option, a head up display can be fixed. The flight deck is provided with a Common Display System (CDS) from Honeywell Air Transport Systems including six flat panel liquid crystal displays.
The CDS software can be programmed to permit the presentation of data in a format replicating that of previous 737 electronic flight systems.
Apart from its length, the -900 does actually have a few other defining features: the cockpit is the first 737NG flightdeck to have state-of-the-art flat panel displays rather than CRTs.
The screens are programmable, so that they can be made to look exactly like previous 737NG screens, which are important as far as the pilots’ common type rating is concerned, or, alternatively, as in the Boeing 777, they can be easily changed so as to display supplementary information and alter the presentation. The design of the passenger cabin has also undergone a major revamp and reminds one strongly of the design of Boeing’s giant twin, the 777.
Meanwhile prototype "N-737X" is flying test runs between Washington State and California. This includes at present flying distinct speed ranges, calculating the minimum speed on take-off and landing and ground clearance, plus flight stability tests. The next item on the test programme agenda will then be fine tuning of the autopilot, especially for range optimisation, automatic thrust control and various cruise profiles.
If certification is plain sailing as expected and all the indications are that this will be the case Jon Robinson and John Corrigan plan to then deliver their giant baby to its launch customer, Alaska Airlines, in April.
All flight controls on the 737NG are conventional and hydraulically powered by two independant hydraulic systems with manual reversion for ailerons and elevator.
The wings are fitted with three outboard-powered overwing spoiler panels which assist the ailerons in lateral control and also act as airbrakes. Furthermore, the aircraft has leading-edge Krueger flaps inboard and four sections of slats outboard of the engines, two airbrake/lift dumper panels on each wing, inboard and outboard of the engines, and continuous-span, double-slotted trailing-edge flaps inboard and outboard of the engines.
Standard installation contains satellite navigation and an optional satcom and dual FMS (single standard) integrated with the GPS.
Boeing 737-900 Engine
The CFM56-7B engines used are more fuel-efficient and quieter. All three changes combined increase the 737’s range by 900 NM, now permitting transcontinental service.
The enhancements improve landing and takeoff performance. The optional package is available for the 737NG models and standard equipment for the 737-900ER.
Engines on the 737 Classic series (300, 400, 500) and Next-Generation series (600, 700, 800, 900) appear not to have circular inlets, as most aircraft do. The accessory gearbox was moved from the 6 o’clock position under the engine to the 4 o’clock position.
This was done because the 737 sits lower to the ground than most airliners and the original 737s were designed for small P&W engines, but additional ground clearance was needed for the larger CFM56 engines. The aircraft carries 26,025l of fuel.
The aircraft’s auxiliary power unit is the Honeywell 131-9B which provides 90kVA and air start capability.
The noise on the ground was diminished by up to 12dB by the installation of a new diffuser duct and silencer on the cooling vent on the auxiliary power unit. New quiet operating fans have been connected on the environmental control system and on the electronics cooling systems.
Being powered by two CFM International CFM56-7B26 turbofans, each rated at 117 kN (26,300 lb st) standard, or two CFM56-7B27s, each rated at 121,4 kN (27,300 lb st) in the high gross weight version, this aircraft is amazing.
Boeing 737-900 Safety
Traveling with a Boeing 737-900 means:
- Low operating costs
- Transcontinental range for more flexibility
- Next-Generation 737 family commonality
- A great fit for charter operators with existing fleets of A321s, 757-200s, or Next-Generation 737s
- Similar range as the 737-800 with more seating capacity –“A 737-800 with 26 more seats”
- A great fit for low-cost carriers.
- Increased seating capacity further lowers the seat-mile costs of the preferred airplane family of the low cost carrier.
Two 117kN (26,300lb) CFM56-7B26s, or 121.4kN (27,300lb) or 121.4kN (27,300lb) CFM56-7B27s in high gross weight versions.
Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft.
Standard range with 177 passengers 3815km (2060nm), high gross weight version 5083km (2458nm).
Operating empty 42,493kg (93,680lb), max takeoff 74,840kg (164,000lb), high gross weight max takeoff 79,015kg (174,200lb).
Same except length 42.11m (138ft 2in).
Flightcrew of two.
Typical two class seating for 177, with 12 first class at four abreast and 91cm (36in) pitch, max seating for 189 in a single class at 81cm (32in) pitch.
49 ordered, with 29 delivered by October 2002.
Boeing 737-900 price
In 2008 price of this aircraft was between $ 60.5 - 68.5 million.
| First Flight || 3 August 2000|
| Service Entry || 27 May 2001 (with Alaska Airlines)|
| CREW || 177 in two classes, 189 in one-class|
| DIMENSIONS|| |
| Length || 138.12 ft (42.10 m)|
| Wingspan || (737-900) 112.58 ft (34.31 m)|
| Wing Area || 1,341.2 ft² (124.60 m²|
| WEIGHTS|| |
| Empty || 93,610 lb (42,460 kg)|
| Max Takeoff || 172,000 lb (78,015 kg|
| Fuel Capacity || 6,875 gal (26,025 L)|
| Powerplant || two CFM International CFM56-7B turbofans|
| Thrust || 48,000 lb (213.52 kN)|
| Max Level Speed|| |
| Service Ceiling || 41,010 ft (12,500 m)|
| Range || 2,730 nm (5,050 km)|