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An early-production, retrofitted United Airlines with deployed thrust reversers
The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. Unfortunately they
proved to be relatively ineffective and apparently tended to lift the aircraft up off the runway when deployed. This
reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes. In 1968, an
improvement to the thrust reversal system was introduced. A 48-inch tailpipe extension was added and new,
target-style, thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away from the vertical
to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings. The
improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft. Boeing
fixed the drag issue by introducing new longer nacelle/wing fairings, and improved the airflow over the flaps and slats.
The production line also introduced an improvement to the flap system, allowing increased use during takeoff and
landing. All these changes gave the aircraft a boost to payload and range, and improved the short-field performance. In
most widely sold and commonly flown airliner family since its introduction.
Replacement or re-engining
Main articles: Boeing Yellowstone Project and Boeing mAX
Since 2006, Boeing has discussed replacing the with a "clean sheet" design (internally named "Boeing Y1") that
could follow the Boeing Dreamliner A decision on this replacement was postponed, and delayed into 2011
On July , Boeing announced plans for a new 737 version to be powered by the CFM International LEAP-X
engine, with American Airlines intending to order of these aircraft On August 30, 2011, Boeing confirmed the
launch of the new engine variant, called the MAX with new CFM International LEAP-1B engines
Boeing showing the retracted landing gear, engine nacelles with flattened underside and triangular shape
The main landing gear under the wings at mid-cabin rotate into wells in the aircraft's belly; the legs being covered
by partial doors, and "brush-like" seals aerodynamically smooth the wheels in the wells. The sides of the tires are
exposed to the air in flight. "Hub caps" complete the aerodynamic profile of the wheels. It is forbidden to operate
ithout the caps, because they are linked to the ground speed sensor that interfaces with the anti-skid brake system.
The dark circles of the tires are clearly visible when a takes off, or is at low altitude
are not equipped with fuel dump systems. The original aircraft were too small to require them, and adding a fuel
dump system to the later, larger variants would have incurred a large weight penalty. Boeing instead demonstrated an
equivalent level of safety". Depending upon the nature of the emergency, either circle to burn off fuel or land
overweight. If the latter is the case, the aircraft is inspected by maintenance personnel for damage and then returned to engine with non-circular "hamster pouch
Engines on the Classic series and Next-Generation series
ircular inlets like most aircraft. The Classic series featured CFM56 turbofan engines, which yielded significant
gains in fuel economy and a reduction in noise over the JT8D engines used on the -100 and -200, but also posed an
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