boeing 737 800 cruise speed knots

• Metals & Electronics ›
• Aerospace & Defense Manufacturing

Industry-specific and extensively researched technical data (partially from exclusive partnerships). A paid subscription is required for full access.

List of most popular commercial airlners by cruising speed

Cruising speeds of the most common types of commercial airliners (in knots).

• Immediate access to 1m+ statistics
• Incl. source references
• Download as PNG, PDF, XLS, PPT

Additional Information

Show sources information Show publisher information Use Ask Statista Research Service

September 2016

2012 to 2016

This data displays the average cruising speed of the most commonly used airliners in the world. Where data for multiple models within a family exists, the average cruising speed is given. Data on the cruising speed of the Embraer ERJ 145 Family was not available and therefore it does not appear on this chart. * Average combined cruising speed of Boeing-777 models 200ER, 200LR, 300, and 300ER. ** Cruising speed of a Boeing 737-400. *** Average combined cruising speed of Embraer models E170, E175, E175-E2, E190, E190-E2, E195, and E195-E2. **** Average combined cruising speed of Airbus A340 models 200, 300, 500, and 600. ***** Average combined cruising speed of Boeing 737 models 600, 700C, 700ER, 800, and 900ER. ****** Average combined cruising speed of Bombardier CRJ models 100, 200, 440, 700, 705, 900, and 1000. ******* Average combined cruising speed of ATR 72 models 200, 210, and 600.

Other statistics on the topic

Air-France-KLM - revenue by segment 2015-2022

Aircraft maintenance, repair and overhaul market CAGR APAC 2023-2033

Aircraft maintenance, repair and overhaul market in North America - CAGR 2023-2033

Lufthansa AG - revenue by segment 2023

To download this statistic in XLS format you need a Statista Account

To download this statistic in PNG format you need a Statista Account

To download this statistic in PDF format you need a Statista Account

To download this statistic in PPT format you need a Statista Account

As a Premium user you get access to the detailed source references and background information about this statistic.

As a Premium user you get access to background information and details about the release of this statistic.

As soon as this statistic is updated, you will immediately be notified via e-mail.

… to incorporate the statistic into your presentation at any time.

You need at least a Starter Account to use this feature.

• Immediate access to statistics, forecasts & reports
• Usage and publication rights
• Download in various formats

You only have access to basic statistics. This statistic is not included in your account.

• Instant access  to 1m statistics
• Download  in XLS, PDF & PNG format
• Detailed  references

Business Solutions including all features.

Other statistics that may interest you

• Aircraft deliveries by manufacturer - global aircraft fleet 1999-2021
• List of military aircraft with cruising speeds in excess of 1,000 knots
• Aircraft manufacturers - key figures 2021
• Narrowbody jets in global aircraft fleet 2022-2032
• Business jet deliveries by manufacturer - global aircraft fleet 2020
• Number of business jets in APAC 2020, by OEM
• Number of business jets APAC 2020, by size
• Global commercial fleet - regional aircraft deliveries by manufacturers 2020
• Global commercial fleet - regional aircraft deliveries by region 2017-2019
• List of military helicopters with cruising speeds in excess of 155 knots
• Total consolidated fleet of KLM Royal Dutch Airlines 2021, by type of airplane
• Air France-KLM fleet by aircraft type 2022
• Commercial aircraft with in-flight connectivity access worldwide 2016-2030
• Global market size: in-flight connectivity services 2012-2029
• Wi-Fi availability on airlines globally by available seat miles 2017
• Wi-Fi availability on airlines globally by region 2016
• Types of Wi-Fi connectivity at airports worldwide 2016-2019
• Airbus - order backlog by region in 2006-2016
• Global commercial aircraft deliveries of leading regional airlines 2020
• Leading airports in Germany in September 2020, based on departures
• Size of business jet fleet in Singapore 2017-2022
• Size of the business jet fleet in Malaysia 2017-2022
• Total business jet fleet APAC 2019, by OEM
• Total business jet fleet in Indonesia 2017-2022
• COVID-19: opinion of French tourism professionals on plane travel 2020
• Aircraft fleet in the Middle East - OEM share 2021
• Number of Alitalia aircraft 2017, by model
• Argentina - airline flown most frequently 2018
• Brazil - airline flown most frequently 2018
• U.S. airport enplanements by state and air carrier category 2018
• UK: aerospace sector's output for 2010-2020
• Seat capacity of low cost carriers worldwide 2008-2017
• Airbus and Boeing aircraft with in-flight entertainment and connectivity (IFEC) 2017
• Revenue of the global leading aerospace and defense manufacturers 2022
• Passenger traffic at London Heathrow Airport by region 2021
• Aircraft fleet of Southwest Airlines 2011-2021
• El Dorado International Airport: monthly passenger traffic 2019-2021
• Hartsfield–Jackson Atlanta International Airport - operating expenses 2015-2021
• Hartsfield–Jackson Atlanta Airport - non-aeronautical revenue per passenger 2013-2021
• Types of government aid to airlines due to COVID-19 as of September 2021

Other statistics that may interest you Statistics on

About the industry

• Premium Statistic Aircraft deliveries by manufacturer - global aircraft fleet 1999-2021
• Premium Statistic List of military aircraft with cruising speeds in excess of 1,000 knots
• Premium Statistic Aircraft manufacturers - key figures 2021
• Basic Statistic Narrowbody jets in global aircraft fleet 2022-2032
• Premium Statistic Business jet deliveries by manufacturer - global aircraft fleet 2020
• Premium Statistic Number of business jets in APAC 2020, by OEM
• Premium Statistic Number of business jets APAC 2020, by size
• Premium Statistic Global commercial fleet - regional aircraft deliveries by manufacturers 2020
• Premium Statistic Global commercial fleet - regional aircraft deliveries by region 2017-2019
• Premium Statistic List of military helicopters with cruising speeds in excess of 155 knots

About the region

• Premium Statistic Total consolidated fleet of KLM Royal Dutch Airlines 2021, by type of airplane
• Premium Statistic Air France-KLM fleet by aircraft type 2022
• Premium Statistic Commercial aircraft with in-flight connectivity access worldwide 2016-2030
• Premium Statistic Global market size: in-flight connectivity services 2012-2029
• Premium Statistic Wi-Fi availability on airlines globally by available seat miles 2017
• Premium Statistic Wi-Fi availability on airlines globally by region 2016
• Premium Statistic Types of Wi-Fi connectivity at airports worldwide 2016-2019
• Premium Statistic Airbus - order backlog by region in 2006-2016
• Premium Statistic Global commercial aircraft deliveries of leading regional airlines 2020
• Premium Statistic Leading airports in Germany in September 2020, based on departures

Other regions

• Premium Statistic Size of business jet fleet in Singapore 2017-2022
• Premium Statistic Size of the business jet fleet in Malaysia 2017-2022
• Premium Statistic Total business jet fleet APAC 2019, by OEM
• Premium Statistic Total business jet fleet in Indonesia 2017-2022
• Premium Statistic COVID-19: opinion of French tourism professionals on plane travel 2020
• Premium Statistic Aircraft fleet in the Middle East - OEM share 2021
• Premium Statistic Number of Alitalia aircraft 2017, by model
• Premium Statistic Argentina - airline flown most frequently 2018
• Premium Statistic Brazil - airline flown most frequently 2018
• Basic Statistic U.S. airport enplanements by state and air carrier category 2018

Related statistics

• Premium Statistic UK: aerospace sector's output for 2010-2020
• Premium Statistic Seat capacity of low cost carriers worldwide 2008-2017
• Premium Statistic Airbus and Boeing aircraft with in-flight entertainment and connectivity (IFEC) 2017
• Premium Statistic Revenue of the global leading aerospace and defense manufacturers 2022
• Basic Statistic Passenger traffic at London Heathrow Airport by region 2021
• Premium Statistic Aircraft fleet of Southwest Airlines 2011-2021
• Premium Statistic El Dorado International Airport: monthly passenger traffic 2019-2021
• Premium Statistic Hartsfield–Jackson Atlanta International Airport - operating expenses 2015-2021
• Premium Statistic Hartsfield–Jackson Atlanta Airport - non-aeronautical revenue per passenger 2013-2021
• Premium Statistic Types of government aid to airlines due to COVID-19 as of September 2021

Further related statistics

• Premium Statistic Number of passenger aircraft of China Southern Airlines 2011-2021, by manufacturer
• Basic Statistic U.S. airports - public & private 2011
• Premium Statistic Business class air fares used by corporate clients - growth forecast 2011-2012
• Basic Statistic U.S. airline industry - transport related revenues

Further Content: You might find this interesting as well

• Number of passenger aircraft of China Southern Airlines 2011-2021, by manufacturer
• U.S. airports - public & private 2011
• Business class air fares used by corporate clients - growth forecast 2011-2012
• U.S. airline industry - transport related revenues

Boeing B737-800 Approach Speeds | Standard Approach Profile

The approach speed and profile for the Boeing 737-800NG depends on several variables like any aircraft. However, there is generally a typical profile that most operators tend to use for the type.

An important element in this regard concerns the flap settings most commonly used by operators.

It is common for a Flap 30 approach and landing to be performed. Although the 737-800 is capable of up to Flap 40, Flap 30 is preferred in most instances of operation due to reduced load on the flaps, prolonging service life.

Flaps 40 is typically selected for shorter runways and/or a steeper approach path.

The landing weight also impacts the flap setting, with heavier landing weights warranting a higher approach and landing speed for the aircraft.

The appropriate approach and landing speeds (Vapp and Vref respectively) are calculated on the Approach Ref page of the Flight Management Computer (FMC).

B737-800 Flap Limiting Speeds

This flap setting is incrementally selected through the various degrees of flaps available. The 737-800 flap speed limits for each increment is as follows:

Flaps 1: 250 knots

Flaps 2: 250 knots

Flaps 5: 250 knots

Flaps 10: 210 knots

Flaps 15: 200 knots

Flap 25: 190 knots

Flaps 30: 175 knots

Flaps 40: 162 knots

The operator’s Standard Operating Procedures (SOPs) may be higher than these figures, as these speeds are the certified flap design limits for the aircraft.

B737-800 Vapp and Vref Speeds

With these figures taken into account, the Vapp (Approach Speed) for the 737-800 can vary based on Air Traffic Control (ATC) speed restrictions and distance to the runway.

In relation to landing or touchdown speeds, the Vref (Touchdown Speed) of the 737-800 can range based on landing weight, winds, and selected flap setting.

Generally, this Vref speed is a 1.3x multiple of the aircraft stall speed, which provides an adequate safety margin. In addition to this, there may also be a 5-10 knot added to this to account for wind conditions.

With these factors taken into account, the landing speed of a 737-800 generally ranges between 130-150 knots .

How Flaps Affect Approach Speed

Extending the flaps increases the wing surface area, which causes the lift coefficient of the wing to increase. In order to land at slower speeds, a higher degree of flap settings is required to decrease the stall speed of the aircraft.

Without flap extension, the landing and approach speeds of the aircraft would be too high, as runway landing distance would be exponentially increased.

Landing at a higher speed when the aircraft is at a heavy landing weight may also have structural implications.

Standard Operating Procedures (SOPs)

As stated previously, the specific approach and landing procedures for the 737-800 are dependent on the operator. There may be some variations to the speeds and procedures listed above based on the operator’s SOPs.

The speeds and procedures referenced above are based on the manufacturer’s certified design limits.

Can an A320 Fly Over The Atlantic? | Narrowbody Transatlantic Operations

A320 Fuel Burn Per Hour | Airbus A320 Fuel Consumption

This is an updated article. Originally posted on December 12, 2021 @ 8:14 pm

After visiting more than 60 countries, I have probably been on every type of plane there is and visited countless airports. I did my very first international solo trip to South Africa at the age of only 16 and haven’t really stopped traveling since.

Despite the adventurous travel itch, I do have a nerdy side as well – which is satisfied by writing about all things aviation “too boring” for my regular travel blog.

• Shop Back Issues
• Aircraft For Sale
• Destinations
• Learn To Fly

Flying Brands

• The Ultimate FLYING Giveaway
• I.L.A.F.F.T. Podcast
• Modern Flying
• Helicopters
• The New Owner
• Avionics and Apps
• Instrument/accessories
• Retrofit avionics
• Oem avionics
• Portable/handhelds
• Aviation Gear
• Pilot supplies
• Aviation apps
• Flight School Guide
• Learn to Fly
• NIFA/SAFECON
• What A CFI Wants You To Know
• Flight planning
• I.L.A.F.F.T.

How Fast Do Commercial Planes Fly?

[File photo: Adobe Stock]

Over the past few decades, transportation technology has advanced tenfold, but why aren’t airplanes going any faster? Turns out, there’s a few very good reasons as to why you don’t want your commercial flight to travel at supersonic speeds—turbulence, energy costs, and ticket prices could all be affected by your flight’s speed. Let’s dive into why your commercial flight keeps a normal pace.

Pass the Test. Take to the Skies

What Is a Commercial Plane?

Commercial airplanes are non-military aircraft suited to carry passengers and/or freight between airports.

What Impacts the Speed of a Plane?

When talking about aerodynamics, there’s a plethora of factors that affect an aircraft’s speed. In short, here are three important components to airspeed.

• Air pressure decreases at higher altitudes, allowing aircraft to move at a higher speed.
• Airplanes can travel faster when flying in the same direction as the wind. Conversely, an airplane will fly slower (and use more fuel) when flying into headwinds.
• Of course, an airplane’s overall speed depends on how much thrust is produced by the engines. Not all commercial jets are made equal.

How Do You Measure an Airplane’s Speed?

An aircraft’s speed, known as airspeed, is typically measured in four different ways. No matter which type you use, all airspeed is represented in knots.

• Indicated airspeed is measured using the aircraft’s pitot tube and static pressure. This measurement is displayed on the pilot’s airspeed indicator, which may be a separate gauge, or as part of a primary flight display or PFD.
• True airspeed measures the speed of the aircraft in relation to the surrounding air. As you reach higher altitudes, the IAS will become less accurate, because of lower ambient air pressure.
• Groundspeed measures the aircraft’s speed in relation to a single point on the ground. Technically, GS is true airspeed corrected for wind.
• Calibrated airspeed is calculated using indicated airspeed corrected for any measurement errors. CAS is particularly useful at lower speeds.
• This type of measurement is generally reserved for jets—and aircraft capable of reaching the sound barrier. Mach can be found by dividing the speed of the aircraft by the speed of sound. That being said, the speed of sound varies at different air pressures.

Maximum Speed for Popular Airplanes

Just like cars, airplanes have speed limits in certain areas. While today’s commercial airplanes won’t take you across the Atlantic Ocean in less than a few hours, most major airliners travel at decent speeds.

• Boeing 747: 614 mph
• Boeing 737: 588 mph
• Airbus A380: 737 mph

Different Speeds of Flying

Just like any other type of vehicle, your speed largely determines what maneuvers you can accomplish. For airplanes, certain speeds are absolutely necessary to carry out a safe transition from ground to air.

At takeoff, the average speed of a commercial airplane is anywhere between 160 and 180 mph (140 to 156 knots).

For most commercial airliners, the airplane’s cruising speed ranges between 550 and 600 mph (478 to 521 knots).

While landing, speed is largely affected by the aircrafts current weight, commercial airplanes typically land between 130 and 160 mph (112 to 156 knots).

Speeds of Different Aircraft Types

Outside of commercial aviation, airplanes come in a great variety of different use types— some much faster than others.

Private Jets

Private jets can fly at speeds anywhere between 400 and 700 mph (348 to 608 knots), similar to commercial airplanes. Given their smaller size, they generally can’t fly as far as their larger counterparts because of fuel storage constraints. But a handful of ultralong-range jets can fly more than 8,000 miles or 6,952 nautical miles.

Military Airplanes

Military aviation is just as diverse as the rest of the industry. Military aircraft are designed with specific goals in mind, such as surveillance, assault, or cargo transport. Instead of listing the top speed of every military aircraft, here are a few examples from different categories:

• Lockheed Martin C-130J (Cargo): 416 mph
• Lockheed Martin F-22 (Fighter): 1,500 mph
• Boeing KC-135 (Air Refueler): 580 mph
• Northrop Grumman B-2 (Bomber): 628 mph
• Northrop Grumman RQ-4 (Surveillance): 391 mph

Single Engine 

Single-engine airplanes, such as the Cessna 172, fly considerably slower than commercial airplanes. For the typical single-engine plane, you’ll be able to fly around 140 mph (122 knots). However, some of the more advance single-engine airplanes, like the Pilatus PC-12 NGX, have a top speed of 334 mph (290 knots).

Different Speeds, Different Goals

Commercial airplanes, while heavy and large, are capable of reaching high speeds over extended distances. While no two planes are exactly alike, physical limitations keep most airliners in the same playing field.

Outside of commercial aviation, the variety of aircraft fosters a variety of top speeds—ranging from a comparably slow Cessna 172, to a supersonic F-22. Either way you fly, make sure you land with FLYING Magazine .

Easily become an airplane or commercial pilot online! Courses designed by industry experts can help you pass FAA tests and get into the sky!

New to Flying?

Already have an account.

Boeing 737-700 Vs 737-800: A Detailed Comparison

If you’re looking to fly on a Boeing 737 anytime soon and are wondering about the differences between the 737-700 vs. the 737-800, you’ve come to the right place. These aircraft may look quite similar from the outside, but under the surface, there are several key differences that are worth understanding.

If you are short on time, the quick answer is that the 737-800 is a bit larger than the 737-700, can carry more passengers and cargo, and has a longer range . However, both aircraft share many similarities as members of Boeing’s very successful 737 Next Generation family.

In this comprehensive, 3000+ word guide, we will compare the 737-700 and 737-800 across various metrics like seating capacity, range, dimensions, engines, performance specifications, common routes they fly, overall passenger experience, and more.

Read on to become an expert on how these workhorse narrowbody Boeing jets differ!

Seating Capacity

Number of passengers.

When it comes to the number of passengers, the Boeing 737-700 and 737-800 have some differences. The 737-700 typically seats around 126 passengers in a two-class configuration, with 12 first class seats and 114 economy class seats.

On the other hand, the 737-800 has a higher seating capacity, accommodating around 162 passengers in a two-class layout. This includes 16 first class seats and 146 economy class seats. It’s important to note that these numbers can vary depending on the specific airline’s configuration and seat arrangement.

Cabin Layout and Comfort

Both the Boeing 737-700 and 737-800 offer a comfortable cabin layout for passengers. The 737-700 provides a spacious and cozy environment with ample legroom and comfortable seating. Passengers can expect a pleasant flying experience, whether they are seated in the first class or economy class section.

The 737-800, on the other hand, offers an even more spacious cabin with enhanced comfort features. With a larger seating capacity, there is more room for passengers to stretch their legs and move around.

The cabin design of the 737-800 is optimized to provide a pleasant and relaxing atmosphere for passengers during their flight.

Both aircraft models are designed with passenger comfort in mind, featuring modern amenities such as advanced climate control systems, mood lighting, and noise-reducing technology. These features contribute to a more enjoyable and comfortable flying experience for passengers on both the Boeing 737-700 and 737-800.

For more information, you can visit the official Boeing website at https://www.boeing.com/commercial/737ng/

Dimensions and Layout

The Boeing 737-700 and 737-800 differ in length. The 737-700 has a length of approximately 110 feet 4 inches (33.6 meters), while the 737-800 is slightly longer, measuring around 129 feet 6 inches (39.5 meters).

This additional length in the 737-800 allows for more seating capacity and cargo space, making it a popular choice for airlines with higher passenger demand.

When it comes to wingspan, the 737-700 and 737-800 have similar measurements. The wingspan of both aircraft is approximately 117 feet 7 inches (35.8 meters). This wingspan provides the necessary lift and stability for the aircraft during flight, ensuring a safe and comfortable journey for passengers.

Tail Height

The tail height of an aircraft plays a crucial role in maintaining stability during flight. The 737-700 has a tail height of approximately 41 feet 3 inches (12.6 meters), while the 737-800 has a slightly taller tail, measuring around 41 feet 2 inches (12.6 meters).

Although the difference in tail height is minimal, it can have an impact on the overall aerodynamics and handling characteristics of the aircraft.

Fuselage Width

The width of the fuselage determines the seating arrangement and comfort level for passengers. Both the 737-700 and 737-800 have a common fuselage width of approximately 12 feet 4 inches (3.76 meters).

This width allows for efficient seating configurations, giving passengers ample legroom and comfort during their journey.

For more detailed information on the dimensions and layout of the Boeing 737-700 and 737-800, you can visit the official Boeing website at https://www.boeing.com/commercial/737ng/ .

Performance and Specifications

Cruise speed.

The Boeing 737-700 and 737-800 are both known for their impressive cruise speeds. The 737-700 has a maximum cruise speed of approximately 530 knots (610 mph), while the 737-800 can reach speeds of around 530 knots (610 mph) as well.

These speeds allow for efficient and timely travel, ensuring that passengers reach their destinations in a timely manner.

Maximum Range

When it comes to long-haul flights, the maximum range of an aircraft is crucial. The Boeing 737-700 has a maximum range of approximately 3,340 nautical miles, making it suitable for medium-haul flights.

On the other hand, the 737-800 has a slightly longer range, with a maximum range of around 3,825 nautical miles. This makes the 737-800 better suited for longer flights, making it a preferred choice for airlines operating on international routes.

Takeoff Field Length

The takeoff field length is an important consideration for airlines as it determines the type of airports the aircraft can operate from. The Boeing 737-700 requires a takeoff field length of around 7,500 feet, while the 737-800 needs approximately 8,300 feet.

This means that the 737-800 requires slightly more runway length for takeoff, which may limit its operations at certain airports with shorter runways.

Maximum Takeoff Weight

The maximum takeoff weight (MTOW) of an aircraft is another critical factor to consider. The 737-700 has a maximum takeoff weight of approximately 154,500 pounds, while the 737-800 has a higher MTOW of around 174,200 pounds.

This higher MTOW allows the 737-800 to carry more passengers, cargo, or fuel, making it a more versatile option for airlines.

Fuel Capacity

When it comes to fuel efficiency, the 737-700 and 737-800 are quite similar. The 737-700 has a fuel capacity of approximately 6,875 US gallons, while the 737-800 can hold around 7,837 US gallons of fuel.

Both aircraft are designed to be fuel-efficient, helping airlines reduce operating costs and minimize their environmental impact.

Engines and Fuel Efficiency

Both the Boeing 737-700 and 737-800 are equipped with advanced engines that are known for their fuel efficiency. The 737-700 typically uses CFM56-7 engines, while the 737-800 is often powered by either CFM56-7B or CFM56-7BE engines.

These engines provide excellent fuel economy, helping airlines to save on fuel expenses and reduce carbon emissions.

For more detailed technical specifications and information about the Boeing 737-700 and 737-800, you can visit Boeing’s official website .

Flight Deck and Avionics

The flight deck and avionics of an aircraft play a crucial role in ensuring the safety and efficiency of a flight. When comparing the Boeing 737-700 and 737-800, there are some notable differences in terms of their flight deck and avionics systems.

Flight Deck Layout

The flight deck layout of both the Boeing 737-700 and 737-800 is designed to provide pilots with a user-friendly and intuitive interface. However, there are some differences in the arrangement of certain controls and displays.

The Boeing 737-800 features a glass cockpit, which means that it utilizes electronic displays for flight information instead of traditional analog gauges. This allows for better visibility and easier interpretation of data.

On the other hand, the Boeing 737-700 may still have some analog gauges in its flight deck, although it may also have some digital displays.

Avionics Systems

Both the Boeing 737-700 and 737-800 are equipped with advanced avionics systems that enhance the aircraft’s performance and safety. These systems include navigation, communication, and surveillance equipment.

One of the key differences between the two aircraft is the presence of the Boeing Sky Interior in the 737-800. This interior design incorporates enhanced lighting, larger overhead bins, and sculpted sidewalls, providing a more spacious and comfortable environment for passengers.

Common Routes

Both the Boeing 737-700 and 737-800 are widely used by airlines around the world, and they serve many common routes. These aircraft are part of the Boeing 737 Next Generation (NG) family, which is known for its efficiency and versatility.

Domestic Flights

The Boeing 737-700 and 737-800 are particularly popular for domestic flights within countries. They are often used for short to medium-haul routes, connecting major cities and regional destinations. For example, in the United States, airlines such as Southwest and Alaska Airlines operate these aircraft on popular routes like Los Angeles to Las Vegas or Chicago to New York.

International Flights

While the Boeing 737-700 and 737-800 are primarily used for domestic flights, they are also deployed on some international routes. These aircraft are capable of flying longer distances, making them suitable for regional flights between neighboring countries or to popular vacation destinations.

Airlines like Ryanair in Europe and Gol in South America are known to operate these aircraft on various international routes.

High-Traffic Routes

Due to their popularity and versatility, the Boeing 737-700 and 737-800 are often deployed on high-traffic routes with significant passenger demand. These routes typically connect major hubs and serve a large number of passengers daily.

Examples of such routes include New York to Miami, London to Paris, or Tokyo to Seoul. The reliability and efficiency of these aircraft make them ideal for handling the high volume of passengers.

For more information about specific routes and airlines operating the Boeing 737-700 and 737-800, you can visit FlightStats or FlightAware . These websites provide real-time flight data and can give you insights into the routes these aircraft operate on.

Passenger Experience

When it comes to the passenger experience, both the Boeing 737-700 and the 737-800 offer a comfortable and enjoyable journey. Let’s take a closer look at some key factors that contribute to the overall passenger experience on these aircraft.

Cabin Air Quality and Pressurization

The cabin air quality and pressurization systems play a crucial role in ensuring a pleasant and healthy environment for passengers during the flight. Both the Boeing 737-700 and the 737-800 are equipped with advanced air filtration systems that remove impurities, such as dust and allergens, from the air circulating within the cabin.

This helps to maintain a clean and fresh atmosphere throughout the flight, enhancing the overall comfort of passengers.

The pressurization systems on these aircraft are designed to maintain a cabin altitude equivalent to approximately 6,000 to 8,000 feet above sea level, even when cruising at higher altitudes. This helps to minimize the effects of altitude on passengers, reducing fatigue and discomfort during the flight.

Inflight Entertainment

Both the Boeing 737-700 and the 737-800 offer a range of inflight entertainment options to keep passengers entertained throughout their journey. Passengers can enjoy a variety of movies, TV shows, music, and games, all accessible through individual seatback screens or personal devices.

Some airlines even offer Wi-Fi connectivity, allowing passengers to stay connected and browse the internet during the flight.

With the advancements in technology, the inflight entertainment systems on these aircraft have become more sophisticated and user-friendly, providing a great entertainment experience for passengers of all ages.

Galley and Lavatory Configurations

The galley and lavatory configurations on the Boeing 737-700 and the 737-800 can vary depending on the airline’s preferences and layout. However, in general, both aircraft offer well-designed galleys and lavatories that cater to the needs of passengers and cabin crew.

The galleys are equipped with modern appliances and ample storage space, allowing cabin crew to efficiently prepare and serve meals and beverages throughout the flight. The lavatories are designed to maximize space while providing comfort and convenience to passengers.

It’s important to note that the specific configurations may vary from one airline to another, so it’s always a good idea to check with the airline before your flight to ensure you have the most up-to-date information.

In summary, while the Boeing 737-700 and 737-800 share an overall similar appearance and flight experience as members of the efficient 737 NG family, there are some noteworthy differences when it comes to size, capacity, range and performance.

The 737-800 is a longer fuselage variant with more seating and cargo capacity compared to the 737-700. Its additional fuel tanks also facilitate longer flights up to ~3,200 nmi fully loaded. However the 737-700 has advantages in being able to operate from shorter runways.

Airlines select between these two planes and other 737 variants based on their specific route needs.

So next time you take a flight on one of these workhorse Boeing jets, you can quickly tell the models apart and understand their capabilities. Safe travels!

Jennifer Morris is an avid solo travel adventurer who founded Solo Traveller after many years of journeying on her own around the world. She has backpacked through over 50 countries across 6 continents over the past decade, striking up conversations with locals along railway platforms, learning to cook regional dishes in home kitchens, and absorbing a global perspective while volunteering with various community initiatives.

With a Masters in Tourism and Hospitality, Jennifer is passionate about responsible and meaningful travel that fosters cultural exchange. Whether trekking through the Atlas Mountains, sailing to Komodo National Park, or taking an overnight train across Eastern Europe - she is always seeking her next epic destination.

When not globetrotting, Jennifer calls Vancouver, Canada home. There she enjoys kayaking local waters, curling up with books on faraway places, and gearing up for her next solo backpacking trip. As the founder of SoloTraveller, she hopes to motivate and inform fellow solo explorers from all walks of life to take the leap into their own adventures.

Similar Posts

When To Take Off Compression Socks After A Flight

If you regularly wear compression socks while traveling to help with circulation and reduce swelling, you may wonder when it’s safe to take them off after your flight lands. The quick answer is that you can generally take compression socks off 30-60 minutes after landing once you start moving around. However, there are some important…

How Much Does A Gallon Of Crown Royal Cost?

Crown Royal is one of the most popular and recognized whisky brands in the world. With its iconic purple bag and smooth blend, Crown Royal has developed an enthusiastic following over the years. Many whiskey aficionados have wondered just how much a full gallon of this iconic whisky costs. Read on as we provide a…

How Long Was The Journey In 1883?

In the late 19th century, traveling long distances was still an arduous and time-consuming endeavor. For those embarking on a journey in 1883, they faced many weeks or even months on perilous and bumpy trails, unreliable forms of transportation, and the uncertainty of finding proper lodging and amenities along the way. If you’re short on…

Toronto Pearson International Airport: Terminal 1 Vs Terminal 3

Whether you’re a frequent or first-time traveler through Toronto Pearson International Airport (YYZ), navigating this massive airport can be daunting. With multiple terminals, it’s understandable to be confused about the difference between Terminals 1 and 3 and wonder which one you should head to. If you’re short on time, here’s the key info: Terminal 1…

What To Do If You Get A Hard Block Message On Airbnb

Getting blocked on Airbnb can be frustrating and concerning, especially if you rely on Airbnb for accommodations while traveling. If you received a hard block message from Airbnb, it likely means your account has been permanently deactivated due to a policy violation. If you’re short on time, here’s a quick answer: appeal the block by…

Uber One Free Trial Charged Me – What Happened And What To Do

Getting unexpectedly charged after signing up for Uber One’s free trial can be frustrating and confusing. If this has happened to you, this comprehensive guide will provide clarity on what went wrong and actionable steps you can take. If you’re short on time, here’s a quick answer: Uber One’s free trial terms state that you…

• Aviation General
• Airbus A320
• Airbus A330
• Airbus A350

What is K OR KTS on Boeing 737? (Knots)

When it comes to aviation, there are several important terms and measurements that pilots and aviation enthusiasts need to be familiar with. One such measurement is knots, often abbreviated as K or Kts. In the context of aviation, knots refer to the speed of an aircraft. In this article, we will explore what knots are in the context of the Boeing 737-800 aircraft, one of the most popular and widely used aircraft in the world.

• 1.1 Takeoff
• 1.2 Cruising
• 1.3 Landing
• 2 Conclusion

The Application of Knots on Boeing 737

On the Boeing 737-800, knots are used throughout various stages of flight and are an essential part of the aircraft’s operations. From takeoff to cruising and landing, pilots rely on knots to ensure a smooth and safe journey. Let’s take a closer look at how knots are utilized in different aspects of the Boeing 737-800’s flight:

During takeoff, the aircraft needs to reach a certain speed to generate enough lift for it to become airborne. The takeoff speed of the Boeing 737-800 varies depending on factors such as the weight of the aircraft, wind speed, runway length, and temperature. This speed is expressed in knots and is known as the “V1” speed. V1 represents the maximum speed at which the pilot can still abort the takeoff if necessary.

Once the aircraft is in the air, it continues to climb at a specific rate indicated in knots. This climb rate is known as the “Rate of Climb,” and it determines how quickly the aircraft gains altitude. The rate of climb can be influenced by various factors, including the aircraft’s weight, engine power, and environmental conditions. Maintaining the desired climb rate is crucial for the Boeing 737-800’s climb phase.

When the aircraft reaches its desired altitude, it enters the cruising phase of the flight. Cruising speed is measured in knots and represents the speed at which the aircraft maintains a steady flight. The cruising speed of the Boeing 737-800 is typically around 440 knots, depending on factors such as altitude and distance. This speed allows the aircraft to cover long distances efficiently and is influenced by various factors such as air traffic control instructions, weather conditions, and fuel economy considerations.

In addition to the cruising speed, the Boeing 737-800 also has a maximum operating speed known as the “VMO” speed. VMO is expressed in knots and represents the highest speed at which the aircraft can safely operate without exceeding its structural limits. It is important for pilots to adhere to this speed limit to ensure the integrity of the aircraft and the safety of everyone on board.

During the landing phase, the aircraft gradually reduces its speed in preparation for touchdown. The approach speed, measured in knots, is the speed at which the aircraft maintains while descending towards the runway. The exact approach speed for the Boeing 737-800 depends on various factors such as aircraft weight, wind conditions, and runway length. It is crucial for pilots to manage the aircraft’s speed carefully during the landing phase to ensure a smooth and safe touchdown.

After touchdown, the aircraft slows down using its brakes and spoilers. The deceleration rate is expressed in knots and determines how quickly the aircraft comes to a complete stop. It is essential for pilots to have precise control over the deceleration rate to ensure a safe landing and smooth taxiing off the runway.

Knots play a vital role in the operations of the Boeing 737-800 aircraft, from takeoff to landing. Pilots rely on these measurements to ensure safe and efficient flights. Whether it’s the takeoff speed, climb rate, cruising speed, or landing approach speed, knots provide valuable information to pilots, enabling them to make informed decisions about the aircraft’s performance and safety. Understanding knots is essential for anyone interested in aviation and the fascinating world of flying.

To learn more about the Boeing 737-800 and its capabilities, you can visit the official Boeing website here .

For More: What is CHKL on Boeing 737? (Checklist)

What is ENWY on Boeing 737? (Entryway)

What is calib on boeing 737 (calibrator), what is mag on boeing 737 (magnetic), what is cb on boeing 737 (circuit breaker), what is adp on boeing 737 (air driven pump), what is elec on boeing 737 (electrical).

• Privacy Policy

Copyright © TermAviation

Subscribe to Our Newsletter

Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a day with International Standard Atmosphere (ISA) conditions.

Required Runway Length

Takeoff: 9,000 feet (2,473 meters), flaps 5 Landing: 6,500 feet (1,981 meters), flaps 40

The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume:

Weight: 174,200 pounds (79,010 kilograms) Altitude: sea level Wind: no headwind Temperature: 15°C Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance. Runway: hard surface

Engine Startup

The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard.

Idle thrust is adequate for taxiing under most conditions, but you'll need a slightly higher thrust setting to get the aircraft rolling. Allow time for a response after each thrust change before changing the thrust setting again.

Normal straight taxi speed should not exceed 20 knots (10 knots in turns).

In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad) are used for directional control during taxiing. Avoid stopping the 737 during turns, as excessive thrust is required to get moving again.

The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 feet complies with most noise abatement procedures. When extending or retracting the flaps, use the next appropriate flap setting depending on whether you're slowing down or speeding up.

In adverse weather conditions, taxi with the wing flaps up and then set takeoff flaps during your Before Takeoff checklist procedure. Likewise, retract the flaps as soon as practicable upon landing.

Flaps are generally not used on the 737–800 for the purpose of increasing the descent rate during the descent or approach phases of flight. Normal descents are made in the clean configuration to pattern or Initial Approach Point (IAP) altitude.

All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect.

Run through the Before Takeoff checklist and set flaps to 5 (press F7 , or click the flap lever on the panel).

With the aircraft aligned with the runway centerline, advance the throttles (press F3 , or drag the throttle levers) to approximately 60 percent N1. This allows the engines to spool up to a point where uniform acceleration to takeoff thrust will occur on both engines. The exact amount of initial setting is not as important as setting symmetrical thrust.

As the engines stabilize (this occurs quickly), advance the thrust levers to takeoff thrust—less than or equal to 100 percent N1. Final takeoff thrust should be set by the time the aircraft reaches 60 KIAS. Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad).

Below about 80 KIAS, the momentum developed by the moving aircraft is not sufficient to cause difficulty in stopping the aircraft on the runway.

V1, approximately 145 KIAS, is decision speed. Above this speed, it may not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO).

At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the nose to 8 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate (doing so before liftoff could cause a tail strike).

At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed if an engine fails. Hold this speed until you get a positive rate of climb.

As soon as the aircraft is showing a positive rate of climb on liftoff (both vertical speed and altitude are increasing), retract the landing gear (press G , or drag the landing gear lever). The aircraft will quickly accelerate to V2+10. A pitch attitude of 15-17 degrees nose up will maintain V2+10 or greater during the climb.

At 1,000 ft (305 m), reduce flaps from 5 to 1 (press F6 , or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which point you can go to flaps up (press F6 again).

As you retract the flaps, set climb power of approximately 90 percent N1 (press F2 , use the throttle control on your joystick, or drag the thrust levers). Maintain 6 or 7 degrees nose-up pitch attitude to climb at 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude.

Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude is the altitude that gives the best fuel economy for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section.

When climbing or descending, take 10 percent of your rate of climb or descent and use that number as your target for the transition. For example, if you're climbing at 1500 fpm, start the transition 150 feet below the target altitude.

You'll find it's much easier to operate the Boeing 737–800 in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information on using the autopilot, see Using an Autopilot .

Normal cruise speed is Mach 0.785 (at 35,000 feet). You can set .78 in the autopilot Mach hold window and engage the Hold button (click the Mach button). Set the A/T Arm (click the switch to engage the autothrottles), and the autothrottles will set power at the proper percent to maintain this cruise speed. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters).

Remember that your true airspeed is actually much higher in the thin, cold air. You'll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose.

A good descent profile includes knowing where to start down from cruise altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3.

For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level: 35,000 minus the last three zeros is 35. 35 x 3=105

This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind.

To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down just a degree or two. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). Continue this profile down to the beginning of the approach phase of flight.

Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you're flying an instrument approach.

It takes about 35 seconds and 3 miles (5.5 kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to slow to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing straight-in, or about eight miles out when entering a downwind approach. A good crosscheck is to be at 10,000 feet AGL (3,048 meters), 30 miles (55.5 kilometers) from the airport at 250 KIAS.

Have your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Excess speed in the –800 will require a level flight segment to slow down.

If you're high coming into the approach, you can use the speed brakes to increase descent. If possible, avoid using the speed brakes to increase descent when wing flaps are extended. Do not use speed brakes below 1,000 feet AGL.

On an instrument approach, you want to be configured for landing and establish approach speed by the final approach fix (where you intercept the glideslope), usually about five miles from touchdown.

Set flaps to 1 (press F7 , or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting.

Flaps 30 or 40 is the setting for normal landings.

Intercept the glideslope from below, and extend the landing gear (press G, or drag the landing gear lever) when the glideslope needle is less than or equal to one dot high.

The proper final approach speed varies with weight, but a good target at typical operating weight is 140 KIAS.

With landing gear down and flaps at 30 degrees, set the power to maintain 140. This configuration should hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glidepath. You're looking for a descent rate of about 700 fpm.

Before landing, make sure the speed brake handle is in the ARM position.

Select a point about 1,000 feet (305 meters) past the runway threshold, and aim for it. Adjust your pitch so that the point remains stationary in your view out the windscreen.

At 50 feet (15 meters) above the runway, reduce the throttles to idle. As the threshold goes out of sight beneath you, shift the visual sighting point to about ¾ down the runway. At 30 feet (9 meters) above the runway, initiate a flare by raising the nose about 5 degrees and fly the airplane onto the runway.

To assure adequate aft fuselage clearance on landing, fly the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the runway for a soft landing.

When the main gear touch, apply the brakes smoothly (press the PERIOD key, or press Button 1—typically the trigger—on the joystick).

If you armed the spoilers, they will deploy automatically. If not, move the brake lever into the UP position now. Add reverse thrust (press F2 , or drag the thrust levers into reverse). Make sure you come out of reverse thrust when airspeed drops below 60 knots.

Once you're clear of the runway and as you taxi to the terminal, retract the flaps (press F5 , or drag the flaps lever) and lower the spoilers (press the SLASH [ / ], or click the brake lever).

You are here

Boeing 737-800.

The B738 is member of the  B737 family  of aircraft. The 737-800 is a stretched version of the 737-700, and replaces the 737-400.

For more information, see  Boeing's B737 family specifications .

2 x CFM56-7B (117 kN) turbofans.

Accidents & Serious Incidents involving

Skybrary partners:.

Safety knowledge contributed by:

Join SKYbrary

If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user

Message to the Editor

About SKYbrary

What is SKYbrary

Copyright © SKYbrary Aviation Safety, 2021-2024. All rights reserved.

Your guide to flying the Boeing 737 family

The Boeing 737 some people say the best short-haul aircraft ever made. The Boeing 737 is an amazing short-haul to medium-haul aircraft which can fly almost any route an airline can throw at it within its means.

In this topic, I am going to dive into the specifics of flying the Boeing 737 from the 700 variant to the 900 which are all present in Infinite Flight.

Boeing 737-700

The smallest of the family present in Infinite Flight but the most versatile. The -700 is an aircraft that can suit almost all your needs.

Aircraft Range: 6,370 kilometres or 3,300 nautical miles

Fuel Capacity 37,830 kg or 15:13 hours of flight time

Max Thrust Produced 100% power 20,600 pounds of thrust

Operating Ceiling 41,000 feet or 12.5 kilometres

Cruising Speed Mach 0.78 or 590 mph

Max Takeoff Weight 70,080 kg

Max Landing Weight 58,604 kg

Max Seating Capacity 126 in a 2 class layout or 149 in a 1 class layout.

Taxi Performance

The Boeing 737-700 is a great taxi it does not randomly speed up and is a great and responsive plane.

To start of no more than 30% N1 should be used to get moving.

Typical taxi speed is around 15-20-25 Ground speed, not Airspeed!

Make sure you taxi at a reasonable speed and not at 34 GS otherwise if you want to turn you won’t have time to slow down and pull a tight turn.

That leads us into the next part turns. For a turn of 90 degrees no more than 10 knots GS must be used to turn otherwise the 1 wing will dip into the ground.

If you are using a high-speed exit at a runway you may go quicker but slow down once you reach a 90-degree turn or if you near any terminals or other players.

Takeoff performance

NOTE: These metrics were taken on Solo mode with the following.

No winds 0 knots Maximum Visibility

10% Load Factor: 5’ or 1’ Flaps, 5% Trim and 70% Power - Rotation Speed: 110 Knots

20% Load Factor: 5 Flaps, 7% Trim and 75% Power - Rotation Speed: 120 Knots

30% Load Factor: 5’ Flaps, 7% Trim and 75% Power - Rotation Speed: 130 Knots

40% Load Factor: 10’ Flaps, 7% Trim and 80% Power - Rotation Speed: 130 Knots

50% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 140 Knots

60% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 150 Knots

70% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 150 Knots

80% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 160 Knots

90% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 160 Knots

100% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 170 Knots

Climb Performance

Most times you will climb at a normal V/S of 2200 up until 10,000 Feet.

Once at 10,000 Feet reduce that to 1800V/S and increase speed up to 293

Passing through 28,000 feet lower the V/S to 1000V/S until cruising altitude

The speed will now show Mach 0.78 which is perfectly normal as that is the cruising speed of a Boeing 737-700 aircraft

With an aircraft around this weight, it is advisable to climb to an ALT of around 32,000 to 36,000 Feet to ensure a safe flight.

NOTE: This is with a capacity of 70% for a capacity of 71% and above here is the following

Climb at 2000 V/S until 10,000 feet once passing through 10,000 feet lower that to 1600V/S

Passing through 10,000 feet speed up to 293 knots

At 28,000 Feet the speed will show Mach 0.78 which is the cruising speed of a 737-700

Passing through 28,000 Feet decrease that again to 800 V/S.

NOTE: With an aircraft, this heavy it is recommended to climb to around 30,000 to 32,000 feet to ensure you maintain a safe speed and do not stall out at higher altitudes where the air is thinner.

Cruise Performance

During the cruise the plane will act normally if treated and managed well here is what you should monitor.

Monitor Winds make sure it is not so severe if it is then climb to an altitude higher or lower try around 2,000 feet lower or higher if those don’t work then find the appropriate altitude.

Monitor Speed this is also with winds but if the speed is too high you can Overspeed and get a violation which no one wants.

In general make sure the plane is stable, safe and at cruising speed.

Approach Performance

With 20.1 Infinite Flight introduced VNAV a vertical navigation system that handles the descent through a series of waypoints that have altitudes assigned to them.

That saves up this whole section.

BUT Ensure you monitor speed! VNAV does not handle speed and if you go too fast you will descend too quick, miss waypoints or even get a violation. So do not leave your device whilst using VNAV to descend.

Landing Performance

You have now reached 3,000 feet and are on finals into an airport how do you know what speeds to land your plane at? Well, here they are!

10% Load Factor: 25’ Flaps, 5% Trim - Final approach speed 120 knots.

20% Load Factor: 25’ Flaps, 7% Trim - Final approach speed 120 knots.

30% Load Factor: 40’ Flaps, 7% Trim - Final approach speed 125 knots.

40% Load Factor: 40’ Flaps, 7% Trim - Final approach speed 130 knots

50% Load Factor: 40’ Flaps, 7% Trim - Final approach speed 140 knots

As you can see I am not including 51% and above landing speeds as it is not advisable to land at that weight. Also, it heads into MLW which you want to be at least 20% away from to ensure a stable and safe landing

That is all for the Boeing 737-700!

Boeing 737-800

If you are flying the majority of short-haul routes you will be using this iconic aircraft this aircraft is recognizable everywhere! It is used in America all the way to the middle of Africa. Why? It is a versatile and great performer in its class. Simple

Here are the specifications of the Boeing 737-800

Aircraft Range: 5,665 kilometres or 3,060 nautical miles

Fuel Capacity 20,896 kg or 8:24 hours of flight time

Max Thrust Produced 100% power 29,000 pounds of thrust

Max Takeoff Weight 79,002 kg

Max Landing Weight 66,349 kg

Max Seating Capacity 189 in a 1 class configuration

The Boeing 737-800 is a great taxi it does not randomly speed up and is a great and responsive plane.

As you can see these are the same as the -700 variant as there is not much difference.

10% Load Factor: 5’ Flaps, 5% Trim and 70% Power - Rotation Speed: 120 Knots

20% Load Factor: 5 Flaps, 7% Trim and 75% Power - Rotation Speed: 125 Knots

30% Load Factor: 5’ Flaps, 7% Trim and 80% Power - Rotation Speed: 130 Knots

40% Load Factor: 10’ Flaps, 7% Trim and 80% Power - Rotation Speed: 135 Knots

70% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 160 Knots

80% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 165 Knots

90% Load Factor: 15’ Flaps, 7% Trim and 90% Power - Rotation Speed: 170 Knots

100% Load Factor: 15’ Flaps, 7% Trim and 95% Power - Rotation Speed: 175 Knots

The speed will now show Mach 0.78 which is perfectly normal as that is the cruising speed of a Boeing 737-800 aircraft

At 28,000 Feet the speed will show Mach 0.78 which is the cruising speed of a 737-800

20% Load Factor: 25’ Flaps, 7% Trim - Final approach speed 125 knots.

That is all for the Boeing 737-800

Boeing 737-900

The final of the Boeing 737 aircraft in Infinite Flight we have the longest of them all the Boeing 737-900.

This aircraft can hold the most passengers and cargo of all the 737’s

The Boeing 737-900 is used on high capacity short-haul routes. You can still see some of them operating with Turkish Airlines and United Airlines

Here are the specifications of the Boeing 737-900

Aircraft Range: 5,900 kilometres or 3,205 nautical miles

Max Thrust Produced 100% power 27,000 pounds of thrust

Max Seating Capacity 201 in a 1 class configuration and 220 in a 2 class configuration

The Boeing 737-900 is a great taxi it does not randomly speed up and is a great and responsive plane.

To start with no more than 30% N1 should be used to get moving.

As you can see these are the same as the -800 variant as there is not much difference.

20% Load Factor: 5 Flaps, 7% Trim and 75% Power - Rotation Speed: 130 Knots

50% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 145 Knots

70% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 165 Knots

80% Load Factor: 15’ Flaps, 7% Trim and 85% Power - Rotation Speed: 170 Knots

90% Load Factor: 15’ Flaps, 7% Trim and 90% Power - Rotation Speed: 175 Knots

The speed will now show Mach 0.78 which is perfectly normal as that is the cruising speed of a Boeing 737-900 aircraft

At 28,000 Feet the speed will show Mach 0.78 which is the cruising speed of a 737-900

The fuel flow of the Boeing 737 family is as follows

According to USAtoday

A 737 burns around 5,000 pounds per hour

Here is the Fuel Burn for each aircraft.

Boeing 737-700 = 2,468 kg’s Boeing 737-800 = 2,468 kg’s Boeing 737-900 = 2,468 kg’s

NOTE: Those metrics were taken from Infinite Flight so they won’t be different when you load into IF and fly.

General Notes

• The 737 is not slippery from my experience it is an amazing aircraft to fly
• It performs well and responds quickly
• Handles turbulence well
• NOT a butter aircraft! Do not expect butters all day long from the 737 family as they are not designed for that
• Lastly the 737 Family is powerful they have great engines for their class and can accelerate quickly

That is all for the Boeing 737-900 and the 737NG Family

Well, that leaves us here. I have done my best to show you the ways of the Boeing 737 family, I hope that you found this useful and informative.

You may see some of the information is repetitive but the reason for that is that the information barely to doesn’t change for the aircraft so I cannot make a whole section on it if there is nothing to say.

If you want to find out more about the Boeing 737NG family please head to these helpful links

• Boeing’s official website

Also! Infinite Flight has amazing videos for you to hone in your flying skills here are some of the basics.

Navigating Infinite Flight

Flight Planning

Pushback and Taxi tutorial

Takeoff Tutorial

Climb to Cruise

VNAV Tutorial

APPR Landing Tutorial

Have an amazing day, afternoon or evening!

Thread made by @Average_Gamer Your guide to flying the Boeing 737 family

Wow. Just wow

This is amazing!

Thank you so much!

Really good tutorial. Great Work !

Thank you it means alot to me ;)

I don’t know I was abit shocked but luckily an amazing moderator or staff member restored it

Amazing topic Ruan! Extremely detailed, love it! Thanks!

Thank you so much Hussain!

This all looks amazing! But wouldn’t you use flaps 1 for the 700 below 60 percent weight on an average length runway?

Not from what I got but I will add it in

It’s just that my dad flew for southwest and he always told me that like 60 percent or even 70 you would use flaps 1 on an 9000 foot runway

Thank you for that information!

No problem!

These are some pretty unusual flap settings in my opinion. Flap 5 is usually used for departures on a normal runway and Flaps 30 is usually used for landings. But other than that this is an awesome thread!

Thank you for that like I said I got this of the internet and that usually isn’t the best place that is why we have the community to point out that information

Thanks for the tip

Fun fact - Lufthansa used to fly their 737-700s from Frankfurt to Pune

this is a nice guide very helpful

Wow! That is amazing! Thank you for the kind words

youre welcome :D

Related Topics

Boeing 737-800 - Airliner

Boeing 737-800, specifications, performance, photos, faq's, and history of the boeing 737-800 aircraft, search for jettly flights on boeing 737-800 aircraft, boeing 737-800 -  aircraft summary, boeing 737-800 performance, boeing 737-800 cruise speed, boeing 737-800 range, boeing 737-800 takeoff distance, boeing 737-800 landing distance, boeing 737-800 fuel burn rate.

BOEING 737-800 AIRCRAFT SAFETY RATINGS

BOEING 737-800 -  AIRCRAFT DETAILS AND FAQ'S

Browse 5 Available Boeing 737-800 Aircraft For Charter

Simple Flying

What factors determine the performance of a boeing 737 max when cruising.

The cruise lift-to-drag ratio determines flight performance during the cruise.

The Boeing 737 MAX is one of the most modern narrowbody jets available in the passenger aircraft market. Based on the Classic 737 design, the MAX offers improved operational efficiency and compatibility with the previous generation models.

Boeing claims that the 737 MAX increases fuel efficiency by 20% while reducing noise footprint by 50%, compared to its predecessors. Moreover, the MAX is designed to require up to 14% lower airframe maintenance than competitor aircraft.

Like any other aircraft, the performance of the Boeing 737 MAX is realized at cruise flight conditions. This is important because modern airliners spend nearly 90% of their mission in cruise mode.

Aerodynamic forces

In the span of 50 years between 1930 and 1980, extensive research was conducted worldwide to understand drag force on various shapes and sizes of aircraft at different flying conditions . The ideal lift-to-drag ratio determines the fuel efficiency of an aircraft.

Certain flight conditions must be determined to understand the cruise performance of a Boeing 737 MAX. It is fair to consider a jet with a takeoff weight of 150,000 lb (70 tons), which includes the weight of passengers, cargo, and fuel for a 3-hour flight. The aircraft has climbed to FL330 and performing a steady cruise flight.

Flying at a constant altitude, the lift force generated by the wings roughly equals the aircraft’s weight. Cruising at a constant speed, the complexity of acceleration and deceleration in measuring performance is eliminated. Constant velocity means that the thrust generated by the two engines equals the total drag force acting on the aircraft.

The center of weight is a little ahead of the center of lift on the Boeing 737 MAX. This difference, known as the aircraft’s static margin, allows the aircraft to have stable, controllable pitch movements.

The configuration initiates a nose-down tipping moment, countered by the horizontal tail through a minuscule downward force of approximately 5,000 lbf. It is noteworthy that the total lift force on the aircraft must counter this downward force and the aircraft weight.

Steady-state drag

The drag at steady-state cruise conditions determines the amount of fuel the aircraft will burn. The parasite drag is generated due to the size of the aircraft . The 737 MAX cruising at Mach 0.78 will create a parasite drag of 5,000 lbf. The lift-induced drag, caused by downwash from wingtip vortices , is in the order of 3,000 lbf.

The Advanced Technology (AT) split-scimitar winglets used on the 737 MAX lowers the induced drag by effectively managing the pressure difference as the flow wraps around the edges.

It is noteworthy that the lift-induced drag is a function of the wingspan squared. This means that if the wingspan is increased by a factor of 1.2, the lift-induced drag will be reduced by 1.44. Another kind is a transonic drag, generated due to supersonic speeds on the top side of the wing. Having a supercritical airfoil, the transonic drag on a 737 MAX at cruise speeds is minor, about 100 lbf.

Lift-to-drag ratio

As the fuel burns in flight, the aircraft’s weight declines. With a lighter weight, the aircraft may climb to FL370. The 737 MAX engines must offset the 8,000 lbf drag the aircraft incurs at that flight level. Considering the (reduced) mid-flight weight of 140,000 lb (70 tons), the lift generated by the wings must equal that weight plus the downward force by the horizontal tail.

That gives the lift-to-drag ratio (145,000 lb/8,000 lb) of 18.1. A cruise L/D of over 18 is nearly ideal for a short-haul, narrowbody aircraft. Among numerous components and performance parameters of a 737 MAX, cruise performance is primarily used as a selling point for the airliner.

What do you think about the cruise performance of the Boeing 737 MAX aircraft? Tell us in the comments section.