The Boeing 737-900ER (Extended Range), known as the 737-900X is a short-to-medium range twinjet, also it is a version of the 737-900 model, but one more advanced, being used to carry more passengers and fly farther. This aircraft increases the capability of the Next-Generation 737 family.
The 737-900ER, which was called the 737-900X prior to launch, is the newest addition and the largest variant of the Boeing 737 line and was introduced to meet the range and passenger capacity of the discontinued 757-200 and to directly compete with the Airbus A321.
The Boeing 737-900ER was launched on July 18, 2005, with an order for 30 airplanes from Lion Air and the first delivery was scheduled for the first half of 2007.
Lion Air received this aircraft on April 27, 2007 in a special dual paint scheme combining the Lion Air lion on the vertical stabilizer and the Boeing livery colors on the fuselage.
The 737-900ER was instituted to meet the range and passenger capacity of the 757-200 aircraft and also to directly compete with the Airbus A321.
This aircraft had become a worthy transcontinental successor for the 21st century. The weight advantage probable will give around a 90km improvement.
89% more baggage space
The 737-900ER is now the standard 737-900 model offered by Boeing and also the Boeing’s BBJ3 is based on the 737-900ER.
The BBJ3 has 1,120 square feet (104 m2) of floor space, 35% more interior space and 89% more baggage space than the BBJ2. It has an auxiliary fuel system, giving it a range of up to 4,725 nautical miles (8,751 km), and a Head-up display.
This aircraft’s cabin is pressurized to a simulated 6,500-foot (2,000 m) altitude.
Major changes from the 737-900 include:
- additional Type 2 exit doors (60 x 131 cm) behind the wings to bring certified passenger capacity to 215;
- Flat aft pressure bulkhead to enable cabin revisions for 26 additional passengers. The new bulkhead is 180 kg heavier than the traditional domed one;
- leading and trailing edge flap revisions;
- strengthened fuselage, wing box and center section;
- strengthened landing gear and supports, increased capacity wheels and brakes;
- dual position tailskid;
- option for two auxiliary fuel tanks in the cargo hold;
Boeing claims 98 per cent spares commonality by investment with other members of the 737NG family.
At the time of the launch, Boeing declared that the 737-900ER has 9 per cent lower operating costs per trip and 7 per cent lower operating costs per seat than the comparable A321 model, which is more than 4500 kg heavier.
- Carries 26 more passengers than the 737-900, up to 215 passengers in a single-class configuration
- Weighs more than 10,000 pounds (4,536 kgs) less than the A321.
- Has lower operating costs than the A321; about 9 percent lower per trip, and 7 percent lower per seat;
- Flies about 500 nautical miles farther, up to 3,200 nm (5,925 km);
Boeing 737-900ER Exterior
The exterior dimensions of the new Boeing 737-900ER are the same as the 737-900 aircraft.
These are some advantages compared to the Boeing 737-900.
Aerodynamic and structural changes as an additional pair of exit doors, a flat rear pressure bulkhead permit the 737-900ER to transport more passengers and fly farther than the 737-900. The investments and the enhancements improve takeoff and landing performance.
Other facilities such as a two-position tailskid, wing strengthening changes, enhancements to the leading and trailing edge flap systems, and optional Blended Winglets and auxiliary fuel tanks increase the range of the 737-900ER to 3,205 nautical miles (5,900 km).
- An extra pair of exit doors, aft of the wings;
- A two-position tail skid;
- A flat rear pressure bulkhead;
- Wing strengthening changes;
- Enhancements to the leading and trailing edge flap systems;
- Up to two optional auxiliary fuel tanks;
- Optional Blended Winglets;
The 737-900ER also shares the same advanced-technology wing design that helps increase and fuel capacity and efficiency. The advanced wing airfoil design will give an economical cruise speed of .78 Mach — compared to .74 Mach for earlier 737 models — with sprint capability of .82 Mach.
The improved result stemmed from overly conservative weight estimates of the revised aft fuselage, short-field enhancement package and main landing gear.
"The wing also came in a bit lighter than was thought. Flutter requirements didn’t turn out to be an issue and there’s no ballast in this wing," he adds. "I’m now asking the weight team for a better estimate, and we could have guaranteed better range."
A second aircraft is due to join the flight-test campaign in late October, with type and production certification expected in mid-February 2007.
|Wing Span||112 ft 7 in (34.3 m) 117 ft. 5 in. (35.7 m) with winglets|
|Overall Length||138 ft 2 in (42.1 m)|
|Tail Height||41 ft 2 in (12.5 m)|
|Interior Cabin Width||11 ft 7 in (3.53 m)|
|Body Exterior Width||12 ft 3 in (3.73 m)|
Boeing 737-900ER Interior
The 737-900ER can carry 26 more passengers and can fly about 500 nautical miles farther than the 737-900 airplane. This translates into 215 seats in a single-aisle layout.
Aerodynamic and structural design improvements such as a flat rear pressure bulkhead, an additional pair of exit doors permit more room for up to 215 passengers.
Having a longer range is an advantage for the 737-900ER, it will make connections between distant city pairs across continents (e.g., Seattle to Orlando, or San Francisco to Boston) in a generous two-class configuration.
The 737-900ER is now the standard 737-900 model offered by Boeing. The 737-900 non-ER model has been discontinued in favor of the -900ER.
The launch customer of this variant is the Indonesian low-fare airline Lion Air, which firstly ordered 30 aircraft, but placed several follow-on orders up to a total of 122 aircraft. Boeing delivered the first 737-900ER to Lion Air in April 2007. The BBJ3 is a business jet variant of the 737-900ER.
The cabins are typically arranged in a two-class configuration with first-class passengers four abreast and tourist-class passengers six abreast. The cabins have air conditioned and a three-wheel air cycle environmental control system. Airstairs are optional for the forward cabin, permiting the aircraft to operate at airports with limited services.
Also this aircraft has two underfloor baggage holds and the rear hold can be fitted with a telescopic baggage conveyor.
Now the operating costs per trip and per seat will be lower.
|Typical 2-class configuration||180|
|Typical 1-class configuration||215|
|Cargo||1,827 cubic ft (51.7 m3)|
Boeing 737-900ER 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.
Improved flight deck
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 aircraft can be fitted with an optional global positioning system, satellite communications and a dual flight management system.
The 737-900ER shares the same performance characteristic of the other models of the Next-Generation 737 family (737-600, 737-700, 737-800 and 737-900) such as lower maintenance costs, reliability, lower operating costs and state-of-the-art flightdeck systems such as Head-Up Display (HUD), Vertical Situation Display and Global Positioning Landing System.
Boeing 737-900ER Engine
The 737-900ER model is powered by new CFM56-7BE engines, which meet strict international noise restrictions and provide economic advantages over the competition such as the Airbus A321.
The range of the 737-900ER permits carriers to deploy the jet on long, thin routes as well as being capable to work shorter, dense routes while benefiting from the new CFM56-7BE engine.
Having these engines the new jet has nine per cent lower operating costs per trip and seven per cent lower operating costs per seat than the A321, which is more than 10,000 pounds heavier than the 737-900ER.
Although adequate for most requirements, Boeing admits the current range specification for the 737-900ER means some longer-range transcontinental routes such as Florida-Seattle.
The noise on the ground was reduced 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 mounted on the environmental control system and on the electronics cooling systems.
|Maximum thrust||27,000 lbs.||Maximum Fuel Capacity||7,837 gallons|
|Maximum Takeoff Weight||187,700 lb (85,139 kg)|
|Maximum Range||3,205 nm (5,900 km) (two-class layout)|
|2,700 nm (5,000 km) (one-class layout)||Typical Cruise Speed||Mach 0.787|
Boeing 737-900ER Safety
The 737-900ER has considerable economic facilities over challenging models counting six percent lower operating costs per trip and four percent lower operating costs per seat mile than the A321.
On 18 July 2005, Lion Air ordered for the Boeing 737-900ER with 30 firm order airplanes and purchase rights on another 30 airplanes.
This decision turned Lion Air into the launch customer for the aircraft model. The agreement counting options was valued at approximately $3.9 billion.
Boeing 737-900ER Price
List price for the 737-900ER was 74 to 85 million US-Dollars in 2007.
This was up from 66,5 to 68,5 million US-Dollars in 2005.
|Powerplant||2 x CFM International CFM56-7B|
|Thrust||2 x 121,3 kN (27300 lbs) or 115 kN|
|Wing area||125 sq m|
|Max. fuel||29665 litres with two auxiliary tanks|
|Max. zero-fuel weight||67722 kg|
|Max. take-off weight||85140 kg|
|Max. landing weight||71350 kg|
|Normal cruise speed||Mach 0.787 / 938 km/h|
|Cruise altitude||up to 12495 m (41000 ft)|
|Maximum range||5000 km with 180 passengers|
|5925 km with two auxiliary tanks and 180 passengers|
|First Flight||1 September 2006|
|Service Entry||27 April 2007 (with Lion Air)|
|CREW||201 in two classes, 220 in one-class|
|Max Level Speed|
|Service Ceiling||41,010 ft (12,500 m)|
|Range||3,000 nm (5,555 km)|