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 94 feet 9 inches (28.9 m) and the
addition of the advanced technologies used in the larger 737-300 and -400
models, the 737-500 was designed to provide airline operators with a
replacement for the ubiquitous 737-200 twinjet.
The 737-500 offers up to 20 percent
less fuel consumption per seat than a comparably configured 737-200. It
provides mixed-class seating for 110 passengers, an all-economy
configuration accommodating 122 and charter seating for 132.
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 CFM56-3 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 United States and Snecma of France.
These advanced engines assure that
the 737-500 is a good community neighbour 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 the International Civil Aviation Organization.
Maximum takeoff weights of the
737-500 range from 115,500 pounds (52 390 kg) for the basic offering up to
133,500 pounds (60 560 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 1 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 provides enough space for passengers to
step around serving carts.
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 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 737-500 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 737-500 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.
Another feature in the cabin is a
transverse galley that 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 aluminium 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 multicolour cathode ray tube
displays for primary flight instrumentation and offers increased
reliability compared with electromechanical units.
Several additional electronic
features are basic on the 737-500. An engine instrument system shows
engine and hydraulic information on two light-emitting diode displays.
These take the place of 21 separate electromechanical 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 ensures that the airplane will meet a designated
time of arrival in order to avoid a holding pattern at its destination.
RTA can cope with en route 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. The Boeing
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;
and repositioned nose gear to help provide engine inlet ground clearance
about the same as the 737-200.
|
