The f uselage cross section and nose is derived f rom that of the Boeing 707 and Boeing 727.

Early 737 cockpits also inherited the "eyebrow windows" positioned above the main glareshield,
which were a f eature of the original 707 and 727[110] to allow f or better crew visibility. [111] Contrary
to popular belief , these windows were not intended f or celestial navigation[112] (only the military T-
43A had a sextant port f or star navigation, which the civilian models lacked . [113] With modern
avionics, the windows became redundant, and many pilots actually placed newspapers or other
objects in them to block out sun glare. They were eliminated f rom the 737 cockpit design in 2004,
although they are still installed on customer request.[114] The eyebrow windows were sometimes
removed and plugged, usually during maintenance overhauls, and can be distinguished by the
metal plug which dif f ers from the smooth metal in later aircraf t that were not originally f itted with
the windows.[114]
The 737's main landing gear, under the wings at mid -cabin, rotates into wheel wells in the
aircraf t's belly. The legs are covered by partial doors, and "brus h-like" seals aerodynamically
smooth (or "f air") the wheels in the wells. The sides of the tires are exposed to the air in f light.
"Hub caps" complete the aerodynamic prof ile of the wheels. It is f orbidden to operate without the
caps, because they are linked to the ground speed sensor that interf aces with the anti-skid brake
system. The dark circles of the tires are clearly visible when a 737 takes of f, or is at low
altitude.[115]
From July 2008 the steel landing gear brakes on new NGs were replaced by Messier-
Bugatti carbon brakes, achieving weight savings up to 550–700 lb (250–320 kg) depending on
whether standard or high-capacity brakes.[116] On a 737-800 this gives a 0.5% improvement in
f uel ef f iciency.[117]
737s are not equipped with f uel dump systems. The original design was too small to require this,
and adding a f uel dump system to the later, larger variants would have incurred a large weight
penalty. Boeing instead demonstrated an "equivalent level of saf ety". Depending upon the nature
of the emergency, 737s either circle to burn of f fuel or land overweight. If the latter is the case,
the aircraf t is inspected by maintenance personnel f or damage and then returned to service if
none is f ound. [118][119]

The original 737 with JT8D engines that span the entire wing chord

The 737 Classic with stubbier and wider CFM56s ahead of the wings
 •

The 737NG has a 25% larger and 16 f t (5 m) wider wing

The 737 MAX has larger CFM LEAP engines with chevrons

Engines[edit]
Engines on the 737 Classic series (−300, −400, −500) and Next -Generation series (−600, −700,
−800, −900) do not have circular inlets like most aircraf t but rather a planf orm on the lower side,
which has been dictated largely by the need to accommodate ever larger engine diameters. The
737 Classic series f eatured CFM56 high bypass turbofan engines, which yielded significant gains
in f uel economy and a reduction in noise over the JT8D low bypass engines used on the 737
Original series (−100 and −200), but also posed an engineering challenge given the low ground
clearance of the Boeing 737 f amily. Boeing and engine supplier CFM International (CFMI) solved
the problem by placing the engine ahead of (rather than below) the wing, and by moving engine
accessories to the sides (rather than the bottom) of the engine pod, giving the 737 Classic and
later generations a distinctive non-circular air intake.[51]
The wing also incorporated changes f or improved aerodynamics. The engines'
accessory gearbox was moved from the 6 o'clock position under the engine to the 4 o'clock
position (f rom a f ront/forward looking af t perspective). This side-mounted gearbox gives the
engine a somewhat rounded triangular shape. Because the engine is close to the ground, 737-
300s and later models are more prone to engine f oreign object damage (FOD). The improved,
higher pressure ratio CFM56-7 turbof an engine on the 737 Next Generation is 7% more f uel-
ef f icient than the previous CFM56-3 on the 737 Classic with the same bypass ratio. The newest
737 variants, the 737 MAX series, f eature LEAP-1B engines f rom CFMI with a 68 inches
(1.73 m) f an diameter. These engines were expected to be 10-12% more ef f icient than the
CFM56-7B engines on the 737 Next Generation series. [120]
737-200 JT8D engine with original cowling design

737-800 CFM56 engine with ovoid "hamster pouch" inlet

737 MAX 9 CFM LEAP-1B engine with 787-derived engine chevrons

Flight systems[edit]
The 737 is unusual in that it still uses a hydro-mechanical f light control system, similar to the
Boeing 707 and typical of the period, that transmits pilot commands to control surfaces by steel
cables run through the f uselage and wings rather than by an electrical f ly-by-wire system as used
in all of the Airbus f leet and all later Boeing models.[121] This has been raised as a saf ety issue
because of the impracticality of duplicating such a mechanical cable-based system in the way
that an electrical or electronic system can be. This leaves the f light controls as a single point of
f ailure, f or example by metal f ragments f rom an uncontained engine f ailure penetrating the wings
or f uselage. [122]
The primary f light controls have mechanical backups. In the event of total hydraulic system
f ailure or double engine f ailure, they will automatically and seamlessly revert to control via servo
tab. In this mode, the servo tabs aerodynamically control the elevators and ailerons; these servo
tabs are in turn controlled by cables running to the control yoke. The pilot's muscle f orces alone
control the tabs.
The 737 Next Generation series introduced a six-screen LCD glass cockpit with modern avionics
but designed to retain crew commonality with previous 737 generations .[123]
Original 737-200 cockpit

Classic 737-300 cockpit

Next Generation 737-800 cockpit

Aerodynamic[edit]
The Original -100 and -200 series were built without wingtip devices but these were later
introduced to improve f uel efficiency. The 737 has evolved f our winglet types: the 737-200 Mini-
winglet, 737 Classic/NG Blended Winglet, 737 Split Scimitar Winglet, and 737 MAX Advanced
Technology Winglet. [114] The 737-200 Mini-winglets are part of the Quiet Wing Corp modif ication
kit that received certif ication in 2005.[114]
Blended winglets were standard on the 737 NG and are available f or retrof it on 737 Classic
models. These winglets stand approximately 8 f eet (2.4 m) tall and are installed at the wing tips.
They improve f uel ef f iciency by up to 5% through lif t-induced drag reduction achieved by
moderating wingtip vortices.[124][125]
Split Scimitar winglets became available in 2014 f or the 737-800, 737-900ER, BBJ2 and BBJ3,
and in 2015 f or the 737-700, 737-900 and BBJ1.[126] Split Scimitar winglets were developed
by Aviation Partners Inc. (API), the same Seattle-based corporation that developed the blended
winglets; the Split Scimitar winglets produce up to a 5.5% f uel savings per aircraf t compared to
3.3% savings f or the blended winglets. Southwest Airlines f lew their f irst f light of a 737-800 with
Split Scimitar winglets on April 14, 2014.[127] The next generation 737, 737 MAX, will f eature an
Advanced Technology (AT) Winglet that is produced by Boeing. The Boeing AT Winglet
resembles a cross between the Blended Winglet and the Split Scimitar Winglet . [128]
An optional Enhanced Short Runway Package was developed f or use on short runways.
Blended Winglet, standard on NGs, a retrofit option for Classics

Split Scimitar Winglet standard on later NGs

Advanced Technology Winglet standard on MAX

Interior[edit]
The f irst generation Original series 737 cabin was replaced f or the second generation Classic
series with a design based on the Boeing 757 cabin. The Classic cabin was then redesigned
once more f or the third, Next Generation, 737 with a design based on the Boeing 777 cabin.
Boeing later of fered the redesigned Sky Interior on the NG. The principle f eatures of the Sky
Interior include: sculpted sidewalls, redesigned window housings, increased headroom and
LED mood lighting,[129][130] larger pivot-bins based on the 777 and 787 designs and generally more
luggage space,[130] and claims to have improved cabin noise levels by 2–4 dB. [129] The f irst 737
equipped Boeing Sky Interior was delivered to Flydubai in late 2010.[129] Continental
Airlines,[131][132] Alaska Airlines, [133] Malaysia Airlines,[134] and TUIFly have also received Sky Interior-
equipped 737s.[135]

737 Classic interior in 3–3 economy class layout

Boeing 737NG standard interior with curved panels

Boeing 737NG Sky Interior with pivot bins and LED lighting

Other variants[edit]
Enhanced Short Runway Package[edit]
This short-f ield design package is an option on the 737-600, -700 and -800 and is standard
equipment f or the new 737-900ER. These enhanced short runway versions could increase pay
or f uel loads when operating on runways under 5,000 f eet (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. Takeof f payloads were increased by up to 2,000 lbs on the 737-800 and 737-
900ER and up to 400 lbs on the 737-600 and 737-700. The package includes:[136]

• A winglet lif t credit, achieved through additional winglet testing, that reduces the
minimum landing-approach speeds.
• Takeof f perf ormance improvements such as the use of sealed leading-edge slats on
all takeof f flap positions, allowing the airplane to climb more rapidly on shorter
runways.
• A reduced idle thrust transition delay between approach and ground -idle speeds,
which improves stopping distances and increases f ield-length-limited landing weight
• Increased f light-spoiler def lection from 30o to 60o, improving aerodynamic braking on
landing.
• A two-position tailskid at the rear of the aircraf t to protect against
inadvertent tailstrikes during landing, which allows higher aircraf t approach attitudes
and lower landing speeds.
The f irst enhanced version was delivered to Gol Transportes Aéreos (GOL) on July 31, 2006. At
that time, twelve customers had ordered the package f or more than 250 airf rames. Customers
include: GOL, Alaska Airlines, Air Europa, Air India, Egyptair, GE Commercial Aviation Services
(GECAS), Hapagf ly, Japan Airlines, Pegasus Airlines, Ryanair, Sky Airlines and Turkish
Airlines.[137]