Probably an Infant I'd expect to get that figure

189+1 then.

Simple maths, innit

OK, if you want to be pedantic, technically it's 189+1. Happy?

No! Definitely not. If there were 20 lap sitting infants then it would have been 170 + 20. Which would have left 19 empty seats, which would have added up to - if sold - 189 + 20 = 209. Unless, of course, some or all of those 19 had infants on their laps then who knows what it would add up to?

I never imagined that the arrival of Ryanair would bring such excitement.

Are you sure you are not mistaken. Was it not 1m pax in first 12 months:

https://www.bbc.co.uk/news/uk-england-essex-47784734

Tell a Dispatcher they've got a TOB (total on board) of 190 and you've got a problem. Tell them 189+1 and you've got an on time departure so no, I'm not being pedantic.

Early days of course but nearly all the 23 arrivals have cleared via Charlie which means around 950m of the available 1604m LDA is being used. The plan was to use autobrake setting 2 or 3 for landings at SEN. For departure they de-rate according to weight but I expect TOGA will sometimes be needed as OATs rise.
I hope this might help answer your question stewby.

Disclaimer: This information comes from my own observations and information given to me by RYR flight deck crew and any small deficiencies in exact terminology is the fault of the author and will no doubt be pointed out to me.

Expressflight, so a 737-800 only needs 950m of runway to land? In theory does that mean it could land at LCY?

Can anyone tell me why ALL 737-800's are not fitted with this short-field performance as standard? Is there any penalty? Added weight? Added complexity???

Can you advise how much of the TODA is being used?

The RYR aircraft seem to be getting airborne in around 1,250m of the 1,799m TODA, although I wouldn't like to guess how far along the runway they reach screen height. If they are carrying out a de-rated departure I assume they should become airborne at roughly the same point on the runway each time (?). That certainly seemed to the case with the Flybe E195s which also used de-rated power at SEN.

I believe the 737 MAX 9 has the SFP package as a production standard but I don't know the percentage of 737-800s have it. Obviously it would be only from later production runs as a factory option and I don't know if it's offered as a modification on earlier aircraft.

You're not going to be seeing a B737-800 in LCY anytime soon! The glide is too hefty for the -800 at 5.5 degrees. I don't know of any such modification that can be done! I'll try it in the Sim tomorrow and see if I make it?

Haha good luck PLAMALTN.

My main concern is what is the penalty that the aircraft takes in order to be SFP qualified? Is there a weight restriction (additional hardware?) or is it just electronic adjustments to aircraft & engine operation?

It'd be a combination of all of these I'd imagine - Plus a few other bits!

SFP is optional on 737-800 and it is standard on the 737-900ER -- The MAX versions all are SFP aircraft

Ryanair have had the package fitted on their new deliveries in the past year or so which includes a variety of aerodynamic and system changes.

The SFP is a combination package - the two-position tailskid that allows safe use of higher angles of attack and rotation, while others include sealed slats for all take-off flap positions to 25º which allows the airplane to climb up and away more rapidly on shorter runways and increased flight spoiler deflection on the ground to close to that of the ground spoilers, which deflect to 60º. Winglet credit given for lower landing speeds. A reduced idle thrust transition delay between approach- and ground-idle speeds, which improves stopping distances and increases field-length-limited landing weights. A reduction in the camber, or “splay” of the main landing gear by just over 1°, which increases the uniformity of braking across all four brakes and will help tyre [wear] issues.
- some software changes - which allows for around 3700 kgs extra weight for dispatch landing calculations plus lower landing speeds, and around 1700 kgs extra weight (payload) for take offs

​​​​​​Goes to show how far Boeing have pushed the 737 design. Shame it's all gone terribly wrong with the MAX.

well there was a 737 short field package way back in the early 70's with the 737-200 - it could land or takeoff on gravel or grass strips 4000' or so

The Busy Bee B737-2R4CAdv LN-NPB was just such a variant but that operated thru STN back in the day lol.

It was also the only B737 ever to be certified for parachute drops.!!...Now that really is the answer.

In life (for me) timing is everything. Sometimes that's accidental, sometimes not. Ryanair only took delivery of their first 738 sfp in May last year. Now, I think I can say without contridiction that FR did not order this variant in order that they could operate from SEN. So some smartie saw an opportunity for the airport / airline at a time that was right - essential I'd say for the former. Whoever that individual was..... well done sir / madam. For Southend the future is bright, the future's orange and saffron / metallic blue.