Beechcraft 1900 vs Boeing 737 Next Generation

Southwest Airlines Ryanair United Airlines American Airlines^[source]

695^[source]

7,123 as of June 2026^[source]

1982–2002^[source]

1996–2020 (civilian variants) 1996–present (military variants)^[source]

February 1984^[source]

December 17, 1997 with Southwest Airlines^[source]

September 3, 1982^[source]

February 9, 1997 ( 1997-02-09 )^[source]

Beechcraft Super King Air^[source]

Boeing 737 Classic^[source]

19 passengers and 6,356 lb (2,882 kg) useful load^[source]

160 passengers in two classes or 175 in one class, and 1,591 ft 3 (45.1 m 3 ) of cargo^[source]

4,458 lb (2,022 kg)^[source]

6,875 US gal (5,725 imp gal; 26,020 L)^[source]

Jet A recommended, others usable^[source]

United States^[source]

United States^[source]

Boeing Business Jet Boeing C-40 Clipper Boeing E-7 Wedgetail Boeing P-8 Poseidon Coulson 737 Fireliner^[source]

Boeing 737 MAX^[source]

390 mph (630 km/h, 340 kn)^[source]

7,598 ft (2,316 m)^[source]

5,200 ft (1,600 m)^[source]

The 737NG is an upgrade of the 737 Classic (–300/–400/–500) series. Compared to the 737 Classic, it has a redesigned wing with a larger area, a wider wingspan, greater fuel capacity, higher maximum takeoff weight and longer range. It has CFM International CFM56-7 series engines, a glass cockpit , and upgraded and redesigned interior configurations. The series includes four variants, the –600/–700/–800/–900, seating between 108 and 215 passengers. The 737NG's primary competition is the Airbus A320 family .^[source]Boeing 737 Next Generation · Lead; only the objects and conditions stated in this passage

In July 2008, Boeing offered Messier-Bugatti-Dowty 's new carbon brakes for the Next-Gen 737s, which were intended to replace steel brakes and would reduce the weight of the brake package by 550–700 pounds (250–320 kg) depending on whether standard or high-capacity steel brakes were fitted. A weight reduction of 700 pounds (320 kg) on a 737-800 would result in a 0.5% reduction in fuel burn. Delta Air Lines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008.^[source]Boeing 737 Next Generation · Development / Enhancements; only the objects and conditions stated in this passage

This short-field design package is an option on the 737-600, -700, and -800 and is standard equipment for the new 737-900ER. These enhanced short-runway versions could increase pay or fuel loads when operating on runways under 5,000 feet (1,500 m). Landing payloads were increased by up to 8,000 lb on the 737-800 and 737-900ER and up to 4,000 lb on the 737-600 and 737-700. Takeoff payloads were increased by up to 2,000 lb on the 737-800 and 737-900ER and up to 400 lb on the 737-600 and 737-700. The package includes:^[source]Boeing 737 Next Generation · Development / Enhancements / Enhanced Short Runway Package; only the objects and conditions stated in this passage

Increased flight-spoiler deflection from 30 to 60°, improving aerodynamic braking on landing.^[source]Boeing 737 Next Generation · Development / Enhancements / Enhanced Short Runway Package; only the objects and conditions stated in this passage

The CFM56-7BE engine began ground testing in September 2009, and began flight testing in early 2010 in Victorville, California. The first aircraft to receive the enhancement update is line number 3700, registered as B-5596, a 737-800, which later was delivered to China Southern Airlines .^[source]Boeing 737 Next Generation · Development / Enhancements / Performance Improvement Package (PIP) / Stage II: Engine Enhancement Program; only the objects and conditions stated in this passage

Boeing was to increase 737 production from 31.5 units per month in September 2010 to 35 in January 2012 and to 38 units per month in 2013. Production rate was 42 units per month in 2014, and was planned to reach rates of 47 units per month in 2017 and 52 units per month in 2018.^[source]Boeing 737 Next Generation · Development / Production; only the objects and conditions stated in this passage

In 2016, the monthly production rate was targeted to reach 57 units per month in 2019, even to the factory limit of 63 units later. A single airplane was then produced in the Boeing Renton Factory in 10 days, less than half what it was a few years before. The empty fuselage from Spirit AeroSystems in Wichita, Kansas , enters the plant on Day 1. Electrical wiring is installed on day 2 and hydraulic machinery on day 3. On day 4, the fuselage is crane-lifted and rotated 90°, wings are mated to the airplane in a six-hour process, along with landing gear , and the airplane is again rotated 90°. The final assembly process begins on Day 6 with the installation of airline seats , galleys , lavatories , overhead bins , etc. Engines are attached on day 8 and it rolls out of the factory for test flights on day 10.^[source]Boeing 737 Next Generation · Development / Production; only the objects and conditions stated in this passage

The wing was redesigned with a new, thinner airfoil section, and a greater chord and increased wingspan (by 16 ft [4.9 m]) increased the wing area by 25%, which also increased total fuel capacity by 30%. New quieter and more fuel-efficient CFM56-7B engines are used. Higher maximum takeoff weights are offered. The 737NG includes redesigned vertical stabilizers, and winglets are available on most models.^[source]Boeing 737 Next Generation · Design; only the objects and conditions stated in this passage

The 737NG encompasses the -600, -700, -800, and -900 with improved performance and commonality retained from previous 737 models. The wing, engine, and fuel-capacity improvements combined increase the 737's range by 900 nautical miles [nmi] (1,700 km; 1,000 mi) to over 3,000 nmi (5,600 km; 3,500 mi), permitting transcontinental service.^[source]Boeing 737 Next Generation · Design; only the objects and conditions stated in this passage

The 737-600 was launched by SAS in March 1995, with the first aircraft delivered in September 1998. A total of 69 have been produced, with the last aircraft delivered to WestJet in 2006. Boeing displayed the 737-600 in its price list until August 2012. The 737-600 replaces the 737-500 and is similar to the Airbus A318 . Winglets were not an option. WestJet was to launch the -600 with winglets, but dropped them in 2006.^[source]Boeing 737 Next Generation · Variants / 737-600; only the objects and conditions stated in this passage

In November 1993, Southwest Airlines launched the Next-Generation program with an order for 63 737-700s and took delivery of the first one in December 1997. It replaced the 737-300, typically seating 126 passengers in two classes to 149 in all-economy configuration, similar to the Airbus A319 .^[source]Boeing 737 Next Generation · Variants / 737-700; only the objects and conditions stated in this passage

In long-range cruise, it burns 4,440 lb (2,010 kg) per hour at Mach 0.785 (518 mph; 450 kn; 834 km/h) and FL410, increasing to 4,620–4,752 lb (2,096–2,155 kg) at Mach 0.80 – Mach 0.82 (528–541 mph; 459–470 kn; 850–871 km/h). As of July 2018, all -700 series on order, 1,128 -700, 120 -700 BBJ, 20 -700C, and 14 -700W aircraft, have been delivered. By June 2018, around 1000 were in service: half of them with Southwest Airlines, followed by WestJet with 56 and United Airlines with 39. The value of a new -700 stayed around $35 million from 2008 to 2018. A 2003 aircraft was valued for $15.5 million in 2016 and $12 million in 2018 and will be scrapped for $6 million by 2023.^[source]Boeing 737 Next Generation · Variants / 737-700; only the objects and conditions stated in this passage

Boeing launched the 737-700ER (Extended Range) on January 31, 2006, with All Nippon Airways as the launch customer. Inspired by the Boeing Business Jet , it features the fuselage of the 737-700 and the wings and landing gear of the 737-800. When outfitted with nine auxiliary fuel tanks, it can hold 10,707 US gallons (40,530 L; 8,915 imp gal) of fuel with a 171,000-pound (78,000 kg) maximum takeoff weight, but with a cargo payload capacity significantly decreased from 966 to 165 ft 3 (27.4 to 4.7 m 3 ), trading payload for increased range of 5,775 nmi (10,695 km; 6,646 mi). The first was delivered on February 16, 2007, to ANA with 24 business-class and 24 premium-economy seats only. A 737-700 can typically accommodate 126 passengers in two classes. It is similar to the Airbus A319LR .^[source]Boeing 737 Next Generation · Variants / 737-700 / 737-700ER; only the objects and conditions stated in this passage

The Boeing 737-800 is a stretched version of the 737-700. It replaced the 737-400 and competes primarily with the Airbus A320 . The 737-800 seats 162 passengers in a two-class layout or 189 passengers in a one-class layout. The 737-800 was launched on September 5, 1994. Launch customer Hapag-Lloyd Flug received the first one in April 1998.^[source]Boeing 737 Next Generation · Variants / 737-800; only the objects and conditions stated in this passage

Modifications to the 737-800 airframe include installing a large cargo door, a cargo-handling system, and additional accommodations for nonflying crew or passengers. The aircraft is designed to fly up to 1,995 nmi (3,695 km; 2,296 mi) at a MTOW of 174,100 lb (79,000 kg).^[source]Boeing 737 Next Generation · Variants / 737-800 / 737-800BCF; only the objects and conditions stated in this passage

In 2015, Boeing launched the 737-800SF passenger to freighter conversion program with Aeronautical Engineers Inc (AEI). The conversion can be completed by AEI or third parties such as HAECO . GECAS was the initial customer. It has a 52,800-pound (23,900 kg) payload capacity, and a range of 2,000 nautical miles (3,700 km; 2,300 mi). It received its supplemental type certificate from the FAA in early 2019. In March 2019, the first AEI converted aircraft was delivered to Ethiopian Airlines on lease from GECAS. The Civil Aviation Administration of China cleared it in January 2020. Aircraft lessor Macquarie AirFinance ordered four 737-800SFs in March 2021.^[source]Boeing 737 Next Generation · Variants / 737-800 / 737-800SF; only the objects and conditions stated in this passage

Boeing later introduced the 737-900, an even longer variant stretched to 138 ft 2 in (42.11 m). Because the −900 retains the same exit configuration of the -800, seating capacity is limited to 189, although aircraft equipped with a typical two-class layout was to seat about 177. The 737-900 also retains the maximum takeoff weight and fuel capacity of the −800, trading range for payload. Alaska Airlines launched the 737-900 in November 1997, and the model first flew on August 3, 2000. Alaska Airlines accepted the first delivery on May 15, 2001. The type proved unpopular, with only 52 delivered, before being replaced by the improved 737-900ER.^[source]Boeing 737 Next Generation · Variants / 737-900; only the objects and conditions stated in this passage

Up to two auxiliary fuel tanks in the cargo hold and standard winglets improved the range of the stretched jet to that of other 737NG variants, while an additional pair of exit doors and a flat rear pressure bulkhead increased maximum seating capacity to 220 passengers. Airlines may deactivate (plug) the additional exit doors if the total configured capacity of the plane is 189 passengers or fewer.^[source]Boeing 737 Next Generation · Variants / 737-900 / 737-900ER; only the objects and conditions stated in this passage

On October 11, 1999, Boeing launched the BBJ2. Based on the 737-800, it is 19 ft 2 in (5.84 m) longer than the BBJ1, with 25% more cabin space and twice the baggage space, but with slightly reduced range. It is also fitted with auxiliary fuel tanks in the cargo hold and winglets. The first BBJ2 was delivered on February 28, 2001. A total of 23 BBJ2s was delivered to customers.^[source]Boeing 737 Next Generation · Variants / Boeing Business Jet; only the objects and conditions stated in this passage

The BBJ3 aircraft is based on the 737-900ER aircraft. The BBJ3 is approximately 16 feet (4.9 m) longer than the BBJ2 and has a slightly shorter range. Seven BBJ3s were delivered to customers.^[source]Boeing 737 Next Generation · Variants / Boeing Business Jet; only the objects and conditions stated in this passage

^ 110 passengers^[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage

^ 126 passengers^[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage

^ 162 passengers^[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage

^ 178 passengers^[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage

Capacity: 160 passengers in two classes or 175 in one class, and 1,591 ft 3 (45.1 m 3 ) of cargo^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Length: 129 ft 6 in (39.47 m)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Wingspan: 117 ft 5 in (35.79 m) with winglets, 112 ft 7 in (34.32 m) without winglets^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Width: 12 ft 4 in (3.76 m) (fuselage)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Wing area: 1,341.2 sq ft (124.60 m 2 )^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Empty weight: 91,300 lb (41,413 kg)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Max takeoff weight: 174,200 lb (79,016 kg)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Powerplant: 2 × CFM International CFM56-7B26 turbofan engine, 26,300 lbf (117 kN) thrust each^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Cruise speed: 520 mph (837 km/h, 452 kn) at 39,000 ft (12,000 m) (long-range cruise)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Never exceed speed : 390 mph (630 km/h, 340 kn)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Range: 3,368 mi (5,421 km, 2,927 nmi)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Service ceiling: 41,000 ft (12,000 m)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Takeoff distance: 7,598 ft (2,316 m)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage

Landing distance: 5,200 ft (1,600 m)^[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage