Boeing 737-500 History

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The Boeing 737-500 was launched on May 20, 1987 with an order for 38 airplanes from
 Southwest Airlines.

 With a fuselage 10 inches (25-cm) longer than the popular 737-200 at 97 feet 9 inches (29.8 m)
 and the addition of the advanced technologies used in the larger -300 and -400 models, the
 737-500 was designed to provide airline operators with a replacement for the ubiquitous 737-200
 twinjet.

 The -500 offers up to 20 percent less fuel consumption per seat than a comparably configured
 -200. It provides mixed-class seating for 108 passengers, an all-economy configuration
 accommodating 122 and charter seating for 138.

 Engines for the 737-500 are from the same CFM56-3 series of powerplants offered on the
 737-300 and -400. This engine series is noted for its exceptional fuel efficiency, low noise and high
 reliability. A re-rated 18,500-pound-thrust variant of the CFM56-3B1 is the standard offering on
 the 737-500, with the full-rated 20,000-pound-thrust version available as an option. The engines
 are produced by CFM International, a company jointly owned by General Electric of the U.S. and
 SNECMA of France.

 These advanced engines assure that the 737-500 is a good community neighbor at even the most
 noise-sensitive airports. In fact, the takeoff, sideline and approach noise levels are below the
 stringent "Stage 3" limits set by the U.S. government and recommended by ICAO.

 Maximum takeoff weights of the 737-500 range from 115,500 pounds (52 390 kg) for the basic
 offering up to 133,500 pounds (60 550 kg) for the high gross weight version.

 The interior of the 737-500 is designed for maximum comfort and efficiency. Attractive sidewall
 panels, contoured to make optimum use of the fuselage cross section, will afford additional space at
 the head and elbow for window seat passengers. This, in turn, allows the use of seats mounted one
 inch further outboard than on older aircraft, providing an aisle 20 inches wide (50.8 cm) instead of
 18 inches (45.72 cm). The wider aisle will provide enough space for passengers to step around
 serving carts.

 Another feature in the cabin is a transverse galley which spans the entire width of the fuselage at the
 back of the cabin. With lavatories installed forward of this area, the galley is clear of passenger
 traffic; the cabin crew can work more efficiently and provide faster meal and beverage service.

 Much of the advanced technology developed for the 757 and 767 jetliners is incorporated in the
 737-500.

 For example, the wing leading edge approximates the shape of that on the 757 and 767 for
 improved aerodynamic efficiency. Lightweight advanced composites will be used for flight control
 surfaces, aerodynamic fairings and engine cowlings, similar to applications in the two larger Boeing
 twinjets. Another similarity is in the wing skins, which utilize new weight-saving aluminum alloys.

 Still more 757/767 technology is found in the flight deck. Like its larger cousins, the 737-500
 features a fully integrated flight management system (FMS) for automatic control and guidance of
 the aircraft. With optional equipment, the FMS makes Category IIIA automatic landings (50-foot
 (15 m) decision height and 700-foot (213 m) runway visual range). As a customer option, an
 electronic flight instrument system is available. It features multi-color cathode ray tube displays for
 primary flight instrumentation and offers increased reliability compared to electro-mechanical units.

 Several additional electronic features are basic on the -500. An engine instrument system shows
 engine and hydraulic information on two light-emitting diode displays. These take the place of 21
 separate electro-mechanical instruments for greater simplicity, easier maintenance and increased
 reliability.

 The flight management computer system incorporates a required time of arrival (RTA) feature. It is
 the first commercial system to add time as a fourth navigation control factor along with speed,
 direction and altitude. RTA provides a time window for making a departure that assures the airplane
 will meet a designated time of arrival in order to avoid a holding pattern at its destination. RTA can
 cope with enroute delays too, enabling flight crews to adjust cruise speed for maximum fuel
 efficiency. Workloads for pilots as well as air traffic controllers should be reduced.

 Another feature is windshear detection capability. Windshear is caused by a violent downburst of air
 that changes speed and direction as it strikes the ground. Boeing's windshear detection system alerts
 flight crews to the condition and provides flight-path guidance to cope with it.

 A number of structural changes introduced in the 737-300 and -400 also are incorporated in the
 -500 model. These include: strengthened wing; tip extensions to both the wings and horizontal
 stabilizers; strengthened wheels, tires and brakes; lengthened and reshaped dorsal fairing at the root
 of the vertical tail; repositioned nose gear to help provide engine inlet ground clearance about the
 same as the 737-200.

 The 737-500 bears a high degree of commonality with all versions of the 737 series, including the
 original -100 and -200 models. This has been an ongoing objective in the development of the
 various models. All versions have essentially the same handling characteristics in the air as well as on
 the ground.

 Pilots flying earlier 737 models do not need a new type-rating to operate the 737-500.
 Furthermore, a substantial number of replaceable parts on the -500 are identical to those on the
 -300 and -400 and many are the same as on the -200. This simplifies airline spares inventory and
 maintenance. Thus, commonality makes it easy for operators to integrate the -500 into existing
 fleets.

 The first 737-500 rolled out of the Renton plant on June 3, 1989. First flight occurred on June 30,
 1989. The airplane received flight certification from the U.S. Federal Aviation Administration on
 Feb. 12, 1990 and the first delivery was made to Southwest on March 2, 1990.

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