New Boeing 737-900ER launched
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New Boeing 737-900ER launched
From the Boeing website.
SEATTLE, July 18, 2005 -- The Boeing Company [NYSE: BA] today officially launched the 737-900ER (Extended Range) -- the newest member of the world's best-selling Next-Generation 737 family -- following the completion of a sales agreement for up to 60 of the airplanes from Lion Air.
The 737-900ER, formerly known as the 737-900X, will carry more passengers and fly farther, increasing the capability of the Next-Generation 737 airplane family.
Lion Air, Indonesia's first low-cost carrier, originally announced its intent to order up to 60 737s earlier this year. Today's firm order is for 30 of the new derivative airplane, with purchase rights for 30 additional models. The order is worth $3.9 billion at list prices.
The first 737-900ER is scheduled for delivery in the first half of 2007.
"The Next-Generation 737 is the most efficient single-aisle airplane family today, and we are thrilled to have Lion Air as the launch customer to increase the 737 family's capability with the additional range and seating of the 737-900ER," said Alan Mulally, president and chief executive officer of Boeing Commercial Airplanes. "In addition to the unprecedented economic advantages, the 737-900ER shares the same industry-leading reliability of the world's most successful airplane family."
The 737-900ER is the same size as today's 737-900, but, with the addition of a pair of exit doors and a flat rear pressure bulkhead, will carry 26 additional passengers, raising the maximum capacity from 189 to 215 in a single-class layout.
Aerodynamic and structural design changes, including strengthened wings, a two-position tailskid, enhancements to the leading and trailing edge flap systems, and optional Blended Winglets and auxiliary fuel tanks, will allow the 737-900ER to accommodate higher takeoff weights and increase its range to 3,200 nautical miles (5,900 km), making it comparable to the 737-800's range.
"We are delighted to be the launch customer for the 737-900ER," said President Director Rusdi Kirana of Lion Air. "We are confident that the outstanding economics and reliability of the aircraft will contribute to the expansion and modernization of our fleet."
Powered by the CFM International CFM56-7B turbofan engines, the new derivative will have substantial economic advantages over competing models including 9 percent lower operating costs per trip and 7 percent lower operating costs per seat than the A321, which is more than 10,000 pounds (4,536 kg) heavier than the 737-900ER.
The Next-Generation 737s are 10 years newer and fly higher, faster, farther and more quietly than competing models. To date, 86 airlines have placed orders for more than 2,700 Next-Generation 737s.
SEATTLE, July 18, 2005 -- The Boeing Company [NYSE: BA] today officially launched the 737-900ER (Extended Range) -- the newest member of the world's best-selling Next-Generation 737 family -- following the completion of a sales agreement for up to 60 of the airplanes from Lion Air.
The 737-900ER, formerly known as the 737-900X, will carry more passengers and fly farther, increasing the capability of the Next-Generation 737 airplane family.
Lion Air, Indonesia's first low-cost carrier, originally announced its intent to order up to 60 737s earlier this year. Today's firm order is for 30 of the new derivative airplane, with purchase rights for 30 additional models. The order is worth $3.9 billion at list prices.
The first 737-900ER is scheduled for delivery in the first half of 2007.
"The Next-Generation 737 is the most efficient single-aisle airplane family today, and we are thrilled to have Lion Air as the launch customer to increase the 737 family's capability with the additional range and seating of the 737-900ER," said Alan Mulally, president and chief executive officer of Boeing Commercial Airplanes. "In addition to the unprecedented economic advantages, the 737-900ER shares the same industry-leading reliability of the world's most successful airplane family."
The 737-900ER is the same size as today's 737-900, but, with the addition of a pair of exit doors and a flat rear pressure bulkhead, will carry 26 additional passengers, raising the maximum capacity from 189 to 215 in a single-class layout.
Aerodynamic and structural design changes, including strengthened wings, a two-position tailskid, enhancements to the leading and trailing edge flap systems, and optional Blended Winglets and auxiliary fuel tanks, will allow the 737-900ER to accommodate higher takeoff weights and increase its range to 3,200 nautical miles (5,900 km), making it comparable to the 737-800's range.
"We are delighted to be the launch customer for the 737-900ER," said President Director Rusdi Kirana of Lion Air. "We are confident that the outstanding economics and reliability of the aircraft will contribute to the expansion and modernization of our fleet."
Powered by the CFM International CFM56-7B turbofan engines, the new derivative will have substantial economic advantages over competing models including 9 percent lower operating costs per trip and 7 percent lower operating costs per seat than the A321, which is more than 10,000 pounds (4,536 kg) heavier than the 737-900ER.
The Next-Generation 737s are 10 years newer and fly higher, faster, farther and more quietly than competing models. To date, 86 airlines have placed orders for more than 2,700 Next-Generation 737s.
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Time for Airbus to get the A32xNG rolling - the 739ER is essentially a 752 replacement to fill the gap in the offerings while Airbus are still flogging an aircraft virtually unchanged in 20 years.
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The 739ER is still a bit smaller and shorter in range than the 752, is it not? The 752, some people cram 235 pax into it, and I think some versions would fly about an hour further than the 739.
Still, the 739ER would have a range which would be close to that of early 707s - planes which were designed to cross the Atlantic.
Still, the 739ER would have a range which would be close to that of early 707s - planes which were designed to cross the Atlantic.
There is a clear gap in the Airbus product range between the A321 and the A330. It used to be filled by the A310, but despite its popularity (whenever they come up on the used a/c market, they're snapped up immediately), Airbus ave never updated it...
Sooo - perhaps an 'A325'? Same size, same wide-body twin-aisle layout as the A310 but with a FBW and full-glass makeover?
Sooo - perhaps an 'A325'? Same size, same wide-body twin-aisle layout as the A310 but with a FBW and full-glass makeover?
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There is a clear gap in the Airbus product range between the A321 and the A330. It used to be filled by the A310, but despite its popularity (whenever they come up on the used a/c market, they're snapped up immediately), Airbus ave never updated it...
ooo - perhaps an 'A325'? Same size, same wide-body twin-aisle layout as the A310 but with a FBW and full-glass makeover?
ooo - perhaps an 'A325'? Same size, same wide-body twin-aisle layout as the A310 but with a FBW and full-glass makeover?
Incredibly, with the A350, Airbus have again ignored the need for a plane like this! Instead they've gone chasing after EK who stated they needed something bigger.
Future 737NG pic(?)
The A321 is the limit of the A320 fuselage and wing design. The A321 is already borderline on the economics.
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Airbus tried pitching "A30X" to the Japanese when they ordered 783s but the Japanese knew it was only for face saving since they were bogged down with 380 and revising 350 every five minutes.
Airbus have staked everything on the 380 and ironically have abandoned the A300/A310 segment which got them started.
As for the 321 - it's not so quick to load from a bridge (LHR) but not bad if loading from two airstairs (ORK). Doesn't have very long legs either.
Now that the 757 line is over, I think the demand for wingleting the remaining fleet will become brisk over time - if BA replaced SH 757s with 321s and wingleted, they could open some regional medium haul routes but that would involve changing strategy from shovelling everyone into LHR!
Airbus have staked everything on the 380 and ironically have abandoned the A300/A310 segment which got them started.
As for the 321 - it's not so quick to load from a bridge (LHR) but not bad if loading from two airstairs (ORK). Doesn't have very long legs either.
Now that the 757 line is over, I think the demand for wingleting the remaining fleet will become brisk over time - if BA replaced SH 757s with 321s and wingleted, they could open some regional medium haul routes but that would involve changing strategy from shovelling everyone into LHR!
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Have suspected for some time that Boeing needed to do this to keep the LCC (Low Cost Carrier) fleet on side, since they all have 737's (except Jet Blue & EasyJet), and want one a/c type on fleet for crewing & mtce reasons, so as the airlines grow (pax-wise & range length) it is inevitable the 737 has to grow too. Agree it is a gap Airbus missed after the A310.... Toulouse le Trec will weep.
