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BOEING 737-600

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B736
Aircraft
Name 737-600
Manufacturer BOEING
Body Narrow
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Medium
APC C
Type code L2J
RFF Category 6
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 4


Manufacturered as:

BOEING 737-600


BOEING 737-600

BOEING 737-600 BOEING 737-600 3D

Description

Short range airliner. In service since 1998. The first and shortest version of the BOEING 737 third generation called next generation. All versions have more powerful and efficient engines, improved wings and tail sections and modernized cockpits. Replaced the BOEING 737-500. The B736 is member of the B737 family of aircraft.

For more information, see Boeing's B737 family specifications.

Technical Data

Wing span 34.3 m112.533 ft
Length 31.27 m102.592 ft
Height 12.6 m41.339 ft
Powerplant 2 x CFM56-7B (97,9 kN) 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)
Descent (FL100
& below)
Approach
V2 (IAS) 135 kts IAS 185 kts IAS 250 kts IAS 250 kts MACH 0.72 TAS 460 kts MACH 0.78 IAS 290 kts IAS kts Vapp (IAS) 130 kts
Distance 1900 m ROC 3000 ft/min ROC 2500 ft/min ROC 2000 ft/min ROC 1500 ft/min MACH 0.785 ROD 1000 ft/min ROD 3500 ft/min MCS 210 kts Distance 1300 m
MTOW 5624056,240 kg
56.24 tonnes
kg
Ceiling FL410 ROD ft/min APC C
WTC M Range 32003,200 nm
5,926,400 m
5,926.4 km
19,443,569.568 ft
NM

Accidents & Serious Incidents involving B736

  • A310 / B736, en-route, Southern Norway, 2001 (On 21 February 2001, a level bust 10 nm north of Oslo Airport by a climbing PIA A310 led to loss of separation with an SAS B736 in which response to a TCAS RA by the A310 not being in accordance with its likely activation (descend). The B736 received and correctly actioned a Climb RA.)
  • B736, Montréal QC Canada, 2015 (On 5 June 2015, a Boeing 737-600 landed long on a wet runway at Montréal and the crew then misjudged their intentionally-delayed deceleration because of an instruction to clear the relatively long runway at its far end and were then unable to avoid an overrun. The Investigation concluded that use of available deceleration devices had been inappropriate and that deceleration as quickly as possible to normal taxi speed before maintaining this to the intended runway exit was a universally preferable strategy. It was concluded that viscous hydroplaning had probably reduced the effectiveness of maximum braking as the runway end approached.)