The Boeing 737 was originally designed in the 1960's and flew into the 1980's before a major redesign (the 737-700, -800, and -900 models) was implemented.
Coming up in a few years will be the next major revamp of the line as the 737-Max series (737-7, 737-8, and 737-9).
What major changes have been incorporated in these revisions?
There are of course a lot of tiny changes that Boeing would have done to the aircraft that most of us wouldn't notice, but for brevity I've just included the major changes between the 737NG series and the upcoming 737MAX.
The CFM LEAP-1B engine replaces the current CFM56 engines. Some of the significant improvements in fuel efficiency (15% savings minus drag from larger engine touted by CFM) come from a much higher bypass ratio (from 5.3:1 to approximately 9:1) and materials that can tolerate higher temperatures. Chevrons (saw-toothed tips at the end of the nacelle) have also been included to reduce engine noise on takeoff.
The engine change required changes to the nose landing gear to allow enough clearance from the ground, extending the nose gear by about 8 inches (20cm) and modifying the nose gear bay to allow it to fit into the existing space.
The AT (Advanced Technology) winglets replace the 737NG's blended winglets. The AT winglet incorporates two portions, done to reduce the weight required (compared to a larger blended wingtip) while still reducing block fuel burn by about 1.5%.
Fly-by-wire spoiler system reduces the need for long cabling between the cockpit and the spoiler hydraulic actuators, saving weight, reducing stopping distance by quicker actuation and increasing the accuracy of the controls.
Redesigned tailcone and modifications to elevator to improve aerodynamics, removing the requirement for vortex generators (VGs), which improves predictability and control by making the air turbulent, but as a result increasing drag.
The Boeing 737 was originally designed in the 1960's and flew into the 1980's before a major redesign (the 737-700, -800, and -900 models) was implemented. Coming up in a few years will be the next major revamp of the line as the 737-Max series (737-7, 737-8, and 737-9). What major changes have been incorporated in these revisions?
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?
Currently in my mid-'30s, I can still clearly remember the time when half of the plane's passengers were smoking throughout a long-haul flight. I know commercial flights became non-smoking sometime in the late '90s but I can't remember the exact timeline and the Wikipedia article is remarkably lean in details. When did the major airlines start forbidding inflight smoking? How long did it take for the new policy to spread across most of the airlines? Can we expect this length of transition period to apply to other significant policy changes (e.g. the use of small electronic devices being
I'm very interested to learn if there are (m)any (major) (commercial) airports that have runways further away from the terminal(s) than Schiphol's Polderbaan. Which airport is "in the lead" in this respect? The northern end of the Polderbaan, the last runway to be constructed, is 7 km (4.3 mi) north of the control tower, causing taxi times of up to 20 minutes to the terminal. [...] Newest runway, opened 2003. Located to reduce the noise impact on the surrounding population; aircraft have a lengthy 15-minute taxi to and from the Terminal. Wikipedia
The early Boeing 737 models had wings with triple-slotted flaps that appeared to be derived from the 727. When the 737 was redesigned as the Next Generation series (dash 600 through 900), these flaps were dropped in favor of a double-slotted design. Why did Boeing choose to make this change, and what were the trade offs? Did it impact performance? I had always been under the impression that early 737s were reasonably capable on shorter and rougher runways.
If an aircraft exceeds its critical Mach number, does it affect the way the aircraft is handled? Are there any significant changes to performance or the safety of the aircraft when above this speed? What actually happens to the aircraft in the first place?
Why do some aircraft require anti-icing on the tail while others (Dassault Falcon Jets, Boeing 737, 747, etc.) don't?
Please note that I'm not asking about getting a certificate good enough for flying a wide-body passenger jet (see related question). Rather, I'm asking about getting from zero flying experience to an actual pilot/co-pilot job at a major US airline (AA/Delta/UA/Southwest). Perhaps some regulatory organization maintains such a statistics? Or even the airlines themselves? I'm well aware that people can have various career paths (from ex-military pilots to guys who paid for 10000 flights hours out of their pockets), but with 40,000+ pilots employed by major airlines there must
Reading this page, a retired American Airlines pilot quotes: We tell passengers what they need to know. We don’t tell them things that are going to scare the pants off them. So you’ll never hear me say, ‘Ladies and gentlemen, we just had an engine failure,’ even if that’s true. Given this, how can an observant passenger sitting over wing (seeing most likely very little of the engine), determine if a flameout or shutdown has occurred from observation? This is applicable to an aircraft not unlike the Boeing 737 (which I fly on often).
As an instantiation, the Boeing 737 persisted in operation and to fly for several years despite rudder issues which had not been safely ascertained and resolved. It's conceivable that flyers who avoided the aircraft had had less probability of injury or death while flying.