If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user

 Actions

BOEING 737-900

From SKYbrary Wiki

B739
Aircraft
Name 737-900
Manufacturer BOEING
Body Narrow
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Medium
APC C
Type code L2J
Aerodrome Reference Code 4C
RFF Category 7
Engine Jet
Engine count Multi
Position Underwing mounted
Landing gear Tricycle retractable
Mass group 4


Manufacturered as:

BOEING BBJ3
BOEING 737-900 BBJ3
BOEING 737-900


BOEING 737-900

BOEING 737-900 BOEING 737-900 3D

Description

Short to medium range airliner. Commercial service expected in 2001. Largest model of the BOEING 737 next generation. All versions have more powerful and efficient engines, improved wings and tail sections and modernized cockpits. The B739 is member of the B737 family of aircraft. Stretched version of the BOEING 737-800 developed in order to compete with the AIRBUS A-321.

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

Technical Data

Wing span 34.3 m112.533 ft
Length 41.94 m137.598 ft
Height 12.6 m41.339 ft
Powerplant 2 x CFM56-7B (116,5 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) 149 kts IAS 165 kts IAS 290 kts IAS 290 kts MACH 0.72 TAS 460 kts MACH 0.79 IAS 290 kts IAS kts Vapp (IAS) 145 kts
Distance 2300 m ROC 3000 ft/min ROC 2000 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 1700 m
MTOW 7901579,015 kg
79.015 tonnes
kg
Ceiling FL410 ROD ft/min APC C
WTC M Range 27452,745 nm
5,083,740 m
5,083.74 km
16,678,937.02 ft
NM

Accidents & Serious Incidents involving B739

  • A318/B739, vicinity Amsterdam Netherlands, 2007 (On 6 December 2007 an Airbus A318 being operated by Air France on a scheduled passenger flight from Lyon to Amsterdam carried out missed approach from runway 18C at destination and lost separation in night VMC against a Boeing 737-900 being operated by KLM on a scheduled passenger flight from Amsterdam to London Heathrow which had just departed from runway 24. The conflict was resolved by correct responses to the respective coordinated TCAS RAs after which the A318 passed close behind the 737. There were no abrupt manoeuvres and none of the 104 and 195 occupants respectively on board were injured.)
  • A320 / B739, Yogyakarta Indonesia, 2013 (On 20 November 2013, an A320 misunderstood its taxi out clearance at Yogyakarta and began to enter the same runway on which a Boeing 737, which had a valid landing clearance but was not on TWR frequency, was about to touch down from an approach in the other direction of use. On seeing the A320, which had stopped with the nose of the aircraft protruding onto the runway, the 737 applied maximum manual braking and stopped just before reaching the A320. The Investigation faulted ATC and airport procedures as well as the A320 crew for contributing to the risk created.)
  • B739 / AT75, Medan Indonesia, 2017 (On 3 August 2017, a Boeing 737-900 landing at Medan was in collision in good daylight visibility with a departing ATR 72-500 also on the runway and both aircraft sustained substantial damage. Significant debris was deposited on the runway but there were no occupant injuries and both aircraft were taxied clear. Although ATC were advised of the debris, the runway was not closed until several minutes later after further use had occurred. The Investigation is continuing but has found that the ATR 72 failed to comply with its clearance and that an incomplete readback went unchallenged by ATC.)
  • B739, Akita Japan, 2007 (On 6 January 2007, a Boeing B737-900 operated by Korean Airlines landed at Akita Airport on a taxiway parallel to the in-use runway after a daylight non-precision approach (NPA) using a head-up display (HUD). The crew realised their error during the landing roll.)
  • B739, Pekanbaru Indonesia, 2011 (On 14 February 2011, a Lion Air Boeing 737-900 making a night landing at Pekanbaru overran the end of the 2240 metre long runway onto the stopway after initially normal deceleration largely attributable to the thrust reversers was followed by a poor response to applied maximum braking in the final 300 metres. Whilst performance calculations showed that a stop on the runway should have been possible, it was concluded that a combination of water patches with heavy rubber contamination had reduced the friction properties of the surface towards the end of the runway and hence the effectiveness of brake application.)
  • B739, Singapore, 2013 (On 26 May 2013, about 20 minutes after arrival at Singapore for a turn round expected to last about an hour and with crew members on board, a Boeing 737-900 was suddenly rotated approximately 30 degrees about its main gear by a relatively modest wind gust and damaged by consequent impacts. The Investigation concluded that the movement had been due to the failure to follow manufacturer's guidance on both adequate chocking of the aircraft wheels and the order of hold loading. It was found that the Operator had not ensured that its ground handling agent at Singapore was properly instructed.)
  • B739, Yogyakarta Indonesia, 2015 (On 6 November 2015, a Boeing 737-900 overran the 2,200 metre-long landing runway at Yogyakarta after a tailwind approach with airspeed significantly above the applicable Vref followed by a long landing on a wet runway without optimum use of deceleration devices. The flight crew management of the situation once the aircraft had come to a stop was contrary to procedures in a number of important respects. The aircraft operator took extensive action to improve crew performance following the event. The Investigation found significant fault with the airport operator's awareness of runway surface condition and an absence of related significant risk management.)
  • B739, en-route, east of Denver CO USA, 2012 (On 31 July 2012, a Boeing 737-900 struck a single large bird whilst descending to land at Denver in day VMC and passing approximately 6000 feet aal, sustaining damage to the radome, one pitot head and the vertical stabiliser. The flight crew declared an emergency and continued the approach with ATC assistance to an uneventful landing. The bird involved was subsequently identified as a White Faced Ibis, a species which normally has a weight around 500 gm but can exceptionally reach a weight of 700 gm. The hole made in the radome was 60 cm x 30 cm.)