Columba From Germany, joined Dec 2004, 6798 posts, RR: 5 Posted (5 years 1 month 4 days 2 hours ago) and read 2357 times:
I have some questions regarding the history of the 737-300 and -200Adv.
According to the Boeing website the first 737-300 was delivered in 1984 but the last 737-200Adv was delivered in 1988 to Ximan.I was wondering why airlines continued to order the 737-200Adv so long after the next generation 737 with modern engines and better fuel efficieny was available ? Was is it because the 737-500 was not available until 1989 and they did not need the larger -300 ? Or was it because of the huge order backlog of the 737-200 that took them so long to deliver all aircraft ? http://www.boeing.com/commercial/737family/background.html
It will forever be a McDonnell Douglas MD 80 , Boeing MD 80 sounds so wrong
Columba From Germany, joined Dec 2004, 6798 posts, RR: 5 Reply 2, posted (5 years 1 month 4 days 2 hours ago) and read 2329 times:
I just think the 737-200Adv is really one generation behind the -300 and it made me wonder. The new engines and technology could have off-set the disadvantage of the bigger size. 4 years of production side by side next to its successor is really a long time.
It will forever be a McDonnell Douglas MD 80 , Boeing MD 80 sounds so wrong
The 737-500 was first delivered in 1989 so this makes sense as the production of the 737-200 was ceased one year before of that.
But still, I can not think of any aircraft before and after where the predecessor and its successor were build together for 4 years.
It will forever be a McDonnell Douglas MD 80 , Boeing MD 80 sounds so wrong
Srbmod From United States of America, joined Mar 2001, 16888 posts, RR: 51 Reply 6, posted (5 years 1 month 4 days 1 hour ago) and read 2260 times:
The 732Adv. has some things that made it advantageous for certain operations, like into less developed airfields. The engines are higher off the ground than the engines on the succeeding versions of the 737, so there is a lesser chance of FOD ingestion. Alaska used 732s as the workhorse of much of their intra-Alaska services, as many of those airports had runways that were a bit rough due to the effects of the weather on the runway material. Same is pretty much true about AQ's fleet of 732s they used for intra-island flying.
Remember, Boeing was also still delivering 737 Classics at the same time they were delivering 737NGs. The last 737 Classic (a 734) was delivered in February of 2000.
Philb From Ireland, joined May 1999, 2915 posts, RR: 14 Reply 7, posted (5 years 1 month 4 days 1 hour ago) and read 2226 times:
Let's look at the airlines which took the 200 srs in those years:
Backlogs:
Delta
US Air
America West
Lufthansa
British Airways
Western
CAAC/Air China
Air France
Size:
Markair
Alyemda
Pacific Western
TAAG
Bavaria
China Southwest
Braathens
Air New Zealand
Southwest (Japan)
Midway (Presidential order)
Air France
FEAT
Aviogenex
Air China
Ethiopian
Air Malta
Xiamen
Air France and CAAC/Air China fall into both categories.
In addition, with some airlines, the number of aircraft needed in that time framedid not justify a change to the more advanced 300srs with the changes in training and engineering support/spares that would be required
Philb From Ireland, joined May 1999, 2915 posts, RR: 14 Reply 8, posted (5 years 1 month 4 days 1 hour ago) and read 2214 times:
Quoting Columba (Reply 5): But still, I can not think of any aircraft before and after where the predecessor and its successor were build together for 4 years.
It's stretching a point - but many airlines replaced the B707 with the B747 on major trunk routes, the 747 was seen as "the" long haul aircraft of its time - as was the 707 - and the 707 (non military version) was in series production until 1978 and 21956 wasn't built until November 1979
Yyz717 From Canada, joined Sep 2001, 15989 posts, RR: 59 Reply 9, posted (5 years 1 month 2 days 15 hours ago) and read 1892 times:
The 732 was cheaper and for an existing carrier with a large 732 fleet, additional 732 orders could have made sense over ordering a new 733 subtype.
Western Airlines was an early customer for the 733 but also ordered additional 732's AFTER ordering 733's. No doubt the smaller capacity of the 732 made sense.
CP (Canadian Pacific) ordered and took delivery of new 733's only to remove them from service very quickly and order additional 732's.
Panam, TWA, Ansett, Eastern.......AC next? Might be good for Canada.
Gigneil From United States of America, joined Nov 2002, 16215 posts, RR: 88 Reply 10, posted (5 years 1 month 2 days 15 hours ago) and read 1868 times:
Quoting Columba (Reply 5): But still, I can not think of any aircraft before and after where the predecessor and its successor were build together for 4 years.
Viscount724 From Switzerland, joined Oct 2006, 21481 posts, RR: 24 Reply 11, posted (5 years 1 month 2 days 15 hours ago) and read 1864 times:
Quoting Yyz717 (Reply 9): CP (Canadian Pacific) ordered and took delivery of new 733's only to remove them from service very quickly and order additional 732's.
Sorry that's not correct. CP took delivery of their 5 733s in 1985-86. Their last 732 was delivered in 1983.
The reason they only briefly operated the 733s is that their delivery almost coincided with Pacific Western Airlines' takeover of CP Air to form Canadian Airlines. PWA also had a large 732 fleet many of which were fairly new and it was decided to standardize on the 732 to simplify the fleet and the few CP 733s were sold.
Philb From Ireland, joined May 1999, 2915 posts, RR: 14 Reply 16, posted (5 years 1 month 2 days 4 hours ago) and read 1549 times:
Quoting HAWK21M (Reply 15): For An airline already operating a fleet of B732adv, it does not make sense to increase the stores inventory by picking up a new type.
Not strictly true as many of the larger airlines did move to the 300 whilst they had large fleets of 200s and 200ADVs.
If you look at my list (Reply 7) you will see it was the smaller carriers or carriers with only a few 200s (with the exception of Air France) that stuck to the earlier model and that was for exactly the reasons you cite.
Yyz717 From Canada, joined Sep 2001, 15989 posts, RR: 59 Reply 18, posted (5 years 1 month 1 day 12 hours ago) and read 1361 times:
Quoting Viscount724 (Reply 11): Quoting Yyz717 (Reply 9):
CP (Canadian Pacific) ordered and took delivery of new 733's only to remove them from service very quickly and order additional 732's.
Sorry that's not correct. CP took delivery of their 5 733s in 1985-86. Their last 732 was delivered in 1983.
You're right. My bad. I was thinking of the combined PW/CP fleet after the CP 733 witrhdrawal. PW took delivery of their last 732 in 1985, after the delivery and removal of the CP 733's just before the merger. PW also ordered 2 733's which were later cancelled and never delivered.
Quoting Philb (Reply 12): That's incorrect. The 757 first flight was 25 October 1982, the last 727 was 28 August 84 - not quite 2 years
The overlap of passenger 727 and 757 production was only a few months. If memory serves, the 757 entered service in Jan 83 with EA/BA while the last passenger 727 delivered was in early 83. The last 15 months of 727 production (to Aug 84) was the one-a-month 722F 15-unit production run for Fedex (the only 722F's off the prod line).
Panam, TWA, Ansett, Eastern.......AC next? Might be good for Canada.
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