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B733
From SKYbrary Wiki
| Article Information | ||
|---|---|---|
| Category: | Aircraft Types | 
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| Content source: | SKYbrary | 
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| Content control: | EUROCONTROL | 
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| B733 | |||
|---|---|---|---|
| Name | 737-300 | ||
| Manufacturer | BOEING | ||
| Body | Narrow | ||
| Type | Fixed Wing | ||
| WTC | Medium | ||
| APC | C | ||
| Engine | Jet | ||
| Engine count | Multi | ||
|
| |||
BOEING 737-300
Image source: IANS
Description
Short range airliner. In service since 1984. Initial member of second generation of Boeings B737 family (also named classic) with more powerful high bypass engines and improved aerodynamics. In order to secure ground clearance the CFM56 engines have flattened undersides. Stretched version 737-400 and shorter version 737-500. Production ceased in 1999 (2000 for the 400 model).
General
| Aircraft name | 737-300 |
|---|---|
| ICAO code/WTC | B733 / M |
| Manufacturer | BOEING |
| Type Code/APC | L2J / C |
Technical Data
| Wing span | 28.9 m94.816 ft |
|---|---|
| Length | 33.4 m109.58 ft |
| Heigth | 11.1 m36.417 ft |
| Powerplant | 2 x 90 kN CFM56-3B1 or
2 x 99 kN CFM56-3B2 turbofans. |
| Engine Model | CFM International CFM56 |
Performance Data
| Take-Off | Initial Climb (to 5000 ft) |
Initial Climb (to FL150) |
Initial Climb (to FL240) |
MACH Climb | Cruise | Initial Descent (to FL240) |
Descent (to FL100) |
Approach | Landing | ||||||||||
| V2 (IAS) | 140 kts | IAS | 165 kts | IAS | 270 kts | IAS | 270 kts | MACH | 0.70 | TAS | 429 kts | MACH | 0.70 | IAS | 270 kts | IAS | 220 kts | Vth (IAS) | 130 kts |
| Distance | 1600 m | ROC | 2500 ft/min | ROC | 2000 ft/min | ROC | 1400 ft/min | ROC | 1000 ft/min | MACH | 0.74 | ROD | 800 ft/min | ROD | 3500 ft/min | MCS | 210 kts | Distance | 1400 m |
| MTOW | 56470 kg | Ceiling | FL370 | ROD | 1500 ft/min | APC | C | ||||||||||||
| WTC | M | Range | 1600 NM | ||||||||||||||||
For further details consult EUROCONTROL Aircraft Performance Database:
Accidents & Serious Incidents involving B733
- A319/B733, En route, near Moutiers France, 2010 (LOS LB HF) (On 8 July 2010 an Easyjet Airbus A319 on which line training was being conducted mis-set a descent level despite correctly reading it back and, after subsequently failing to notice an ATC re-iteration of the same cleared level, continued descent to 1000 feet below it in day VMC and into conflict with crossing traffic at that level, a Boeing 737. The 737 received and actioned a TCAS RA ‘CLIMB’ and the A319, which received on a TCAS TA, was given an emergency turn by ATC. The recorded CPA was 2.2 nm and 125 feet.)
- AT45 / B733, Munich Germany, 2004 (RI HF) (During the hours of darkness at Munich on 3 May 2004, an ATR42-500 was given a conditional line up clearance for Runway 08R but contrary to this clearance then taxied onto that runway as a Boeing 737-300 was landing on it. The landing aircraft missed the right wingtip of the ATR-42, which continued taxing onto the runway as it approached, by “a few metres”.)
- B733 / B744, Chicago IL USA, 2006 (RI HF) (On 23 July 2006, a Boeing B737-300 operated by United Airlines executed an early rotation during a night take off when a Boeing 747 operated by Atlas Air was observed on a landing roll on an intersecting runway at Chicago O’Hare Airport. The occurrence is attributed to ATC error.)
- B733, Amsterdam Netherlands, 2010 (RE HF) (On 10 February 2010 a Boeing 737-300 being operated by KLM on a scheduled passenger flight from Amsterdam to Warsaw, Poland took off in normal night visibility from a taxiway parallel to the runway for which take off clearance had been given and accepted - runway 36C. Because of the available distance and the absence of obstructions, the take off was completed uneventfully as was the subsequent flight.)
- B733, Birmingham UK, 2009 (GND HF RE) (On the morning of 6 February 2009, a Boeing 737-300 being operated by bmibaby was departing from Birmingham for Edinburgh on a scheduled passenger flight and the crew had had the aircraft de-iced on the gate prior to departure. The stabiliser trim was not set at the usual time due to the ongoing de-icing procedure and the omission was not noticed after start because the crew became preoccupied with the flap setting. The aircraft started its takeoff run with the incorrect stabiliser trim setting and the First Officer, the designated PF, was subsequently unable to raise the aircraft nose at VR. The Captain then decided to reject the takeoff. The thrust levers were closed at 155 kts, considerably in excess of V1, and the aircraft stopped on the runway without further incident.)
- … further results