Boeing 737-200

Boeing 737-200 General
Boeing 737-200
Short Range Airliner
Unit Cost
United States United Airlines
Out of Production

Boeing 737-200 Program Milestones
First order
April 5, 1965
June 29, 1967
First flight
August 8, 1967
December 21, 1967
First delivery
December 29, 1967
In service
April 28,1968
In service with

Boeing 737-200 Aircraft Dimensions
Cross Section
12 feet 4 inch (3,76m)
Wing Span
93 feet (28.35 m)
Stabilo Span
36 feet (10,97 m)
90 feet 11 inch (29,54 m)
36 feet 10 inch (11,23 m)

Boeing 737-200 Weights
Maximum Taxi Weight
116.000 lbs
Maximum Take-off Weight
115.500 lbs
Maximum Landing Weight
103.000 lbs
Maximum Zero Fuel Weight
95.000 lbs
Max. Structural Payload
35.200 lbs
Max. Cargo
875 Cubic Feet
Usable Fuel
32.026 lbs

Boeing 737-200 Seating
Boeing 737-200 seating
Boeing 737-200 seating
One Class
124 Passengers
Mixed Class
97 Passengers

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Boeing 737-200 General Information
The Boeing 737-200 was the second version of the popular 737 aircraft family and was an extended version of the 737-100. The aircraft was primarily designed to accomdate the U.S. market and was first delivered to United airlines in 1968. Although the aircraft is somewhat old compared to newer generation aircraft, it is still in operation with several, mostly "second tier", airlines and those of developing nations. Because of its poor fuel efficiency, the 737-200 is phased out and is expected to leave the commercial market before 2010. High noise emissions also restrict the aircraft from operating into certain airports although the aircraft can be fitted with so-called hush kits.

The regular Boeing 737-200 was later updated as the 737-200 Advanced, and became the standard production version from June 1971. Besides being sold as a commercial airliner, the 737-200Adv was sold as -200 Executive Jet and -200HGW (High Gross Weight). Boeing also offered a C option, or Convertible, that allowed the conversion between passenger and cargo use. Besides this, the QC, or Quick Change 737-200QC, facilitates rapid conversion between passenger and cargo roles.

Another option offered was the gravel kit, which enabled the aircraft to operate from unpaved runways. Untill Alaska Airlines retired its fleet of 737-200 in 2007, it utilized this option for some of its operations throughout Alaska. After the retirement of these aircraft many airports decided to upgrade their runway facilities from gravel to paved.

Alaska Airlines Boeing 737-200
Delta Airlines Boeing 737-200
Untitled Boeing 737-200
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Boeing 737/200 Design
As pointed out earlier, the 737-200 was a response to the increased need for slightly higher passenger loads demanded by many airlines. With the 737-100 as a baseline model, two sections were added to the fuselage resulting in a seating capacity for 130 passengers at a 28 inch seat pitch. All other dimensions, in comparison with the -100, remained the same. More powerful JT8D engines, each providing 14,500 lbf, increased performance significantly. On April 5, 1965 the Boeing 737-200 series was officially launched with an order from United for 40 aircraft.

Bahamasair Boeing 737-200
Untitled Boeing 737-200
Alaska Airlines Boeing 737-200
Click for a large image...
Click for a large image...

During flight testing, a 5% increase in drag over predicted figures was discovered and could be translated into a 30 kt reduction in cruise TAS. Wind tunnel testing showed some aerodynamic irregularities and additional modifications were made. Furthermore, flaps and thrust revesers were improved and free modification kits were made available for existing aircraft. Thrust reversers were totally redesigned since the aircraft had the same pneumatically powered clamshell thrust reversers installed as the Boeing 727 which were ineffective when deployed as they tend to lift the aircraft off the runway. Installment of redesigned external hydraulically powered target reversers cost Boeing over $24 million but improved short field performance dramatically and consequently boosted sales to carriers that wanted to operate their aircraft from short runways. Further drag reduction measures included extended engine nacelles by approximately 3 feet 9 inch and widened strut fairings.


Boeing 737-200 Versions

Boeing 737-200
The Boeing 737-200 was the first model of the -200 series and formed the baseline for other versions. It first entered service with United Airlines in 1965.
Boeing 737-200Adv
The -200Adv included both the modifications made to the baseline -200 aircraft and improvements such as redesigned wings, new leading edge flap sequencing, extension of inboard Krueger Flaps, increase in droop of outboard slats. All these modifications produced a significant increase in lift while reducing take-off and approach speeds, which eventually improved short field performance or increased the MTOW with 2.2 metric tonnes. Besides this, autobrake, anti-skid, RTO autobraking, automatic performance reserve and nose-brakes also became available again. With the in=stallment of more powerful JT8D-15 engines, providing 15,500 lbf of thrust, the MTOW was upgraded to 52,400 kg. The forementioned improvements consequently increased the service ceiling by approximately 2,000 feet to 37,000 feet.
Boeing 737-200 QC
The Boeing 737-200 Convertible (C), Quick Change (QC) and Combi could be utilized for transporting either passenger, freight or a combination of the two (Combi). These aircraft had a large Side Cargo Door (SCD) installed on the forward port side for pallet loading. Operatiing as a freighter, the 737-200 could accomodate up to seven LD7 palettes on the main deck with additional cargo carried as bulk load in its two cargo holds. Conversion from passenger to freight or vice versa, took approximately 3 hours but was later reduced to 1 hour when the "Quick Change" version became available. 12 Passenger seats were ready mounted on a pallet which resulted into quick loading and unloading of the entire cabin. In this way the aircraft could be utilized around the clock by transporting passengers during the day and freight overnight.