Trintocan From United Kingdom, joined Apr 2000, 3277 posts, RR: 4
Reply 3, posted (15 years 2 weeks 11 hours ago) and read 3130 times:
The 737-600 is an updated version of the -500 and hence the -200. It has the same fuselage as the -500 with the updated NG wing and engines. Yes, it is true that 736 has had fewer orders so far than 73G or 738 but then that may just reflect the fact that 733 and 734 (direct ancestors of 73G and 738 respectively) outsold 735. It is, however, hard to say why that is so. All the same, who knows, 736 orders may eventually pick up.
D L X From United States of America, joined May 1999, 11918 posts, RR: 51
Reply 4, posted (15 years 2 weeks 4 hours ago) and read 3069 times:
Don't forget people that the 736 does not have an Airbus competitor yet...
739 ~ 321,
738 ~ 320,
73G ~ 319,
736 ~ 318.
(One more reason I think the 318 will be a much poorer seller than other people on this board think...)
And yes, planes in the range of the 736 are poor sellers in general compared to planes that are just slightly larger. I think it has to do with that being the edge between mainline and express operations. (Too small for mainline, too large for express.) And the darn things are too heavy, just like the 318.
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ContinentalEWR From United States of America, joined May 2000, 3762 posts, RR: 12
Reply 7, posted (15 years 1 week 6 days 4 hours ago) and read 2983 times:
Continental ordered 50 odd 737-500's in 1993 and has taken delivery
of all units by 1998. The 737-600 probably does not fit Continental's
immediate fleet requirements. The 737-300/500 are utilized on flight
routings that are 3 hours and under in most cases. The NG 737's in
the fleet (-700) are used for long-haul low density flights like Newark
to Vancouver, Caracas, or San Jose, Costa Rica as well as some flights
to Los Angeles during off-peak hours. The -800's are used as a high
capacity aircraft and on transcontinental flights. Some are used on
Caribbean routes as well.
Prebennorholm From Denmark, joined Mar 2000, 6758 posts, RR: 54
Reply 12, posted (15 years 1 week 5 days 22 hours ago) and read 2891 times:
737-600 should not be considered a dud even if orders seem rather low compared to -700 and -800.
737-600 is exactly a shortened 737-700, no more no less.
When second hand market of similar sized classic 737's runs dry in a few years time, then 737-600 orders will pick up.
Anyway the -600 will easily turn in profit at Seatle since "development" was little more than mating an existing classic 737 fuselage to 737NG wing and technology.
There is a need for airliners of all sizes. And there are thousands of planes of -600 size flying every day. When the old DC-9s and 737-200 finally has to be retired, then 737-600 will fill that gap.
The competing A318 will not fly until a few years into the future. I think that the timing of the A318 introduction was wisely closen. The "early" introduction of the 737-600 on the other hand may simply be because SAS wanted some 50 of them right away, and since the -700 already was there, then those -600's could be made almost overnight.
Always keep your number of landings equal to your number of take-offs
TWAneedsHELP From , joined Dec 1969, posts, RR:
Reply 14, posted (15 years 1 week 5 days 15 hours ago) and read 2854 times:
600 a replacement for 200? Not for everybody, at least stateside. The 200 is an economical plane flown by sot conscious carriers. Bahamasair, Metrojet, Vangaurd, Delta Express, Westjet. Will these carriers upgrade to new equipment, or look for second hand replacements? Also, who are some other major 200 users, lets make a list
CYLW From Canada, joined Apr 2000, 447 posts, RR: 0
Reply 15, posted (15 years 1 week 5 days 14 hours ago) and read 2849 times:
Who still uses the 737-200?
Canadi>n still has 44 of em!
USAirways/Metrojet - 59! (Some have been sold to Canjet)
Southwest - 34
America West - 14
United - 25 approx
Aloha - 19 some cargo
Lan Chile - 13
Aerolineas Argentinas - around 24
Varig and VASP
The list goes on and on..... I suppose these will all need to be replaced within the next 10 years.