As I was driving by CNO I got to see a rarely seen jet these days a 737-200 roar off the runway at chino airport. Enjoy HNL.

MDW22L31C wrote:

As I was driving by CNO I got to see a rarely seen jet these days a 737-200 roar off the runway at chino airport. Enjoy HNL.

Wonder where it's final destination is? Hawaii? For Aloha Air Cargo?

Looks like it's done the trip a few times. What's it about? Has it been permanently retrofitted to make these trips ongoing?

It's a private jet based in Texas, a very late build -200 (something like 1986.) Has done this before, though I'm not acquainted with whatever technical modifications were made alongside the VIP interior.

Looks like it did a missed approach on 4R and is coming back around.

Is it this one:

https://centraljets.com/plane/N413JG-3763

Poor old gal must be guzzling that fuel on a flight like that. What we’re some of the longer flights airlines had the -200s on back in the day?

That is one very sharp looking 737!

Here’s a YouTube video of her taking off at CNO:

https://youtu.be/T-ZlK_ubeY0

accentra wrote:

Is it this one:

https://centraljets.com/plane/N413JG-3763

That one has been in Hawaii for some time doing a lot of HNL to LNY trips lately.

SXDFC wrote:

Poor old gal must be guzzling that fuel on a flight like that. What we’re some of the longer flights airlines had the -200s on back in the day?

The longest I’ve flown is YUL-YVR, about 2000nm. It was in one of Canadian Airlines’ specially equipped -200s, with a higher gross weight, 128,100 lbs and a fourth fuel tank in the forward half of the rear cargo hold. Passenger capacity was 12J / 88Y.

In one of our “regular” -200s, at 124,500 lbs and standard fuel, I’ve flown YYZ-YVR, YYZ-LAX and YYZ-YYJ.

For an old boat, it was pretty capable.

Fantastic looking plane.
Who says old girls cant get dressed up?

There were several 737-200 made into early “BBJ”s, John Mecom had one in the late 70s-early 80s.

Newark727 wrote:

It's a private jet based in Texas, a very late build -200 (something like 1986.) Has done this before, though I'm not acquainted with whatever technical modifications were made alongside the VIP interior.

But what's the point? I'm surprised it hasn't been picked up by a Canadian operator. What would a -200 have to offer that a -500 for operations in Hawaii.

accentra wrote:

Is it this one:

https://centraljets.com/plane/N413JG-3763

Should be this one:
https://flightaware.com/live/flight/N370BC
https://www.planespotters.net/airframe/ ... inc/rqp1vj

I’ve got a friend who used to fly it. This is what the interior looked like:

https://share.icloud.com/photos/0d0msTY ... CT8DGCfrLQ

What a beauty. The 732 is by far the sexist in the 737 family in my opinion and I miss hearing the everyday roar of those Pratt JT8D’s.

Grateful to have had the opportunity to work them before they went obsolete.

tjwgrr wrote:

That is one very sharp looking 737!

Here’s a YouTube video of her taking off at CNO:

https://youtu.be/T-ZlK_ubeY0

Thanks for the share, I really enjoy the sound of the 73S taking off, Used to fly AQ when I lived in Hawaii, just because of the 73S & our company sold more tickets & coupons on AQ, than AQ sold direct. Does anyone happen to know why this gorgeous little 737 is plying the skies between Chino n/s to Honolulu?

I am expecting that if it does LNY often, it's somethoing to do with Ellison & his upscale Four Seasons Resorts there. The runway on Lanai can handle the 73S & D95's, but not direct to the mainland I am guessing.

But then I'll ask, why in the world from Chino of all places in California? Not bashing Chino, bot OAK, SJC or even SMF, for a larger population feed? If one can buy a few tickets though, I'd be a customer for sure.

SXDFC wrote:

Poor old gal must be guzzling that fuel on a flight like that. What we’re some of the longer flights airlines had the -200s on back in the day?

My longest -200 flight was on USAir, PHX-IND and return, 1987.

If you love the 73S I recommend following Nolinor on Instagram/TikTok. They have a lot of fun up in the north with their old birds.

teachpdx wrote:

If you love the 73S I recommend following Nolinor on Instagram/TikTok. They have a lot of fun up in the north with their old birds.

When my office was 100 yards south of the runway at BFI, the Nolinor 73S actually set off car alarms.

teachpdx wrote:

If you love the 73S I recommend following Nolinor on Instagram/TikTok. They have a lot of fun up in the north with their old birds.

That’s right!

I made a thread about it a couple months back and it mysteriously got deleted.

Preflight and cockpit views in flight. Fun video.

https://www.youtube.com/watch?v=DrZdPvbbAls

How much reserve fuel would that plane have? I assume she's fitted with aux tanks.

The -200 is sharp but the 737-100 was the best looking - kinda like a little pug airliner.

MohawkWeekend wrote:

How much reserve fuel would that plane have? I assume she's fitted with aux tanks.

The -200 is sharp but the 737-100 was the best looking - kinda like a little pug airliner.

Definitely fitted with a large AUX tank in the rear cargo compartment. You’ll notice in the video during the walk around when the pilot looks into the aft cargo compartment, the bulkhead to the right is almost at the door. On a normal passenger airliner, the bulkhead would be several feet back to allow for bags and freight. Looks like the whole bin has been converted to an extra fuel tank.

SXDFC wrote:

Poor old gal must be guzzling that fuel on a flight like that. What we’re some of the longer flights airlines had the -200s on back in the day?

The -200 really is a remarkable airplane- I don't think any other version of the 737 changed as much from beginning to end of production. The original -200 was essentially a stretched -100 with a loaded range barely over 1000nm.

However, by the time Boeing quit making them in 1988 you could order one with -17K thrust engines, an autopilot panel essentially identical to a -300 including autothrottle and LNAV, and MTOW increases with aux tanks allowing for nearly 3000nm range. The changes across the production run (pneumatic to hydraulic thrust reverses, revised inboard slats, increased fuel capacity and weights, autothrottle) really made it into essentially a different variant.

I saw a chart a few years back that compared the different generations of 737 from an operational standpoint- the fuel burn on a -200 is the highest in the 737 family at around 6000 lbs/hr in cruise IIRC. By comparison a 900 burns ~5600 lbs/hr, so while the fuel burn *is* higher on a -200, the real inefficiency is the much smaller airplane (and payload) the low bypass engines haul around (the same chart had a comparison of a -100 with a -900ER showing the MTOW more than doubling across 3 generations).

The wing on the Original and Classic 737s is rather thick and is really optimized for climb and descent- of course, the original mission of the 737 was essentially that of a true regional jet (~1hr stage length) so the optimization was more than appropriate. The fuel burn seems high for today, but in its day the Thunder Guppy's efficiency trounced that of its brethren the 727 (~9000 lbs/hr on the low end) and the 707 (12000 lbs/hr).

CP actually had 727-100s, but retired them pretty quickly when they realized that the 737-200 was a marvel of efficiency, and could do essentially everything the 727 could with one fewer engine and one fewer flight deck crewmember. Pacific Western even had L-100 freighters-the civilian version of the C-130 Hercules- for a time but realized that the 737-200 was still more efficient per unit of cargo moved and axed the Hercs post-haste.

That wing kept the older generations pretty competitive with the NGs on some flights- a friend at AS once told me that for a while the -400 was more economical than an -800 on sub 500nm flights despite having engines an entire generation older and not ever having been certified for winglets.

The -200 did have some pretty long stage lengths, even after the -300 came out. In addition to the aforementioned Canadian transcons and PHX-IND on US mentioned by other posters, AN used to stretch their 737-277s with sectors like MEL-PER and CHC-HBT. Most of those particular airframes ended their days with HP flying routes like PHX-ONT- the fuel burn disadvantage on the -200 was minimized if you kept it on shorter routes where climb fuel burn wasn't really much more than other types-again, the mission it was intended for.

Nolinor just put EFIS in some of theirs- the gravel kit 737-200 is still indispensable way up north. Definitely a bucket list airplane as a passenger.


-Jonas

RWA380 wrote:

Does anyone happen to know why this gorgeous little 737 is plying the skies between Chino n/s to Honolulu?

I am expecting that if it does LNY often, it's somethoing to do with Ellison & his upscale Four Seasons Resorts there. The runway on Lanai can handle the 73S & D95's, but not direct to the mainland I am guessing.

But then I'll ask, why in the world from Chino of all places in California? Not bashing Chino, bot OAK, SJC or even SMF, for a larger population feed? If one can buy a few tickets though, I'd be a customer for sure.

Wait, this is a private airplane, belonging to a Dallas-based private investment group, which has owned it since 1999. You can't buy a ticket. It flew from Addison to Honolulu, with a fuel stop in Chino.

The Lanai comment:

Silver1SWA wrote:

accentra wrote:

Is it this one:

https://centraljets.com/plane/N413JG-3763

That one has been in Hawaii for some time doing a lot of HNL to LNY trips lately.

Was referring to N413JG, which is Transair's passenger airplane.

D8SFanJet wrote:

MohawkWeekend wrote:

How much reserve fuel would that plane have? I assume she's fitted with aux tanks.

The -200 is sharp but the 737-100 was the best looking - kinda like a little pug airliner.

Definitely fitted with a large AUX tank in the rear cargo compartment. You’ll notice in the video during the walk around when the pilot looks into the aft cargo compartment, the bulkhead to the right is almost at the door. On a normal passenger airliner, the bulkhead would be several feet back to allow for bags and freight. Looks like the whole bin has been converted to an extra fuel tank.

Also, four fuel quantity indicators above the captains CDU. Normal 737s have three indicators.