Editing Boeing 737 (section)

=== 737 Original (first generation) ===
{{anchor|737 Original}}

The ''Boeing 737 Original'' is the name given to the -100 and -200 series of the Boeing 737 family. These are sometimes referred to by the nickname ''737 Jurassic''.<ref>{{cite web|url=https://leehamnews.com/2020/01/27/pontifications-back-to-drawing-board-on-nma-boeings-ceo-says/|title=Pontifications: Back to drawing board on NMA, Boeing’s CEO says|work=Leeham News and Analysis|date=January 27, 2020|last=Hamilton|first=Scott|access-date=April 3, 2025}}</ref><ref>{{cite web archived|title=Boeing 737 Facts|url=http://www.boeing.com/commercial/737family/facts.html|archive-date=2012-03-28|publisher=Boeing|date=September 30, 2011}}</ref>

==== 737-100 ====
[[File:Lufthansa Boeing 737-100 in Zurich 1981.jpg|thumb|A [[Lufthansa]] Boeing 737-100 at [[Zurich Airport]] in 1981]]
The initial model was the 737-100, the smallest variant of the 737 aircraft family, which was launched in February 1965 and entered service with [[Lufthansa]] in February 1968. In 1968, its unit cost was {{US dollar|3600000|1968|link=Yes|round=-5}}.<ref name=AvWeek22jan1968>{{cite magazine |url= http://archive.aviationweek.com/issue/19680122#!&pid=30 |title= 737 price raised |magazine= [[Aviation Week & Space Technology|Aviation Week]] |date= January 22, 1968 |page= 31 |url-access= subscription |access-date= October 14, 2018 |archive-date= October 15, 2018 |archive-url= https://web.archive.org/web/20181015002825/http://archive.aviationweek.com/issue/19680122#!&pid=30 |url-status= live}}</ref> A total of just 30 737-100s were produced: 22 for Lufthansa, 5 for [[Malaysia–Singapore Airlines]] (MSA) and 2 for [[Avianca]] with the final aircraft delivered to MSA on October 31, 1969. This variant was largely overshadowed by its bigger 737-200 sibling, which entered service two months later.

The original engine nacelles incorporated thrust reversers taken from the 727 outboard nacelles. They proved to be relatively ineffective and tended to lift the aircraft up off the runway when deployed. This reduced the downforce on the main wheels thereby reducing the effectiveness of the wheel brakes. In 1968, an improvement to the [[thrust reversal]] system was introduced.{{sfn|Sharpe|Shaw|2001|p=[https://archive.org/details/boeing737100200a00mich/page/21 21]|ps=}} A 48-inch tailpipe extension was added and new target-style thrust reversers were incorporated. The thrust reverser doors were set 35 degrees away from the vertical to allow the exhaust to be deflected inboard and over the wings and outboard and under the wings. The improvement became standard on all aircraft after March 1969, and a retrofit was provided for active aircraft. Longer nacelle/wing fairings were introduced, and the airflow over the flaps and slats was improved. The production line also introduced an improvement to the flap system, allowing increased use during takeoff and landing. All these changes gave the aircraft a boost to payload and range, and improved [[Short-field landing|short-field]] performance.{{sfn|Sharpe|Shaw|2001|p=20|ps=}}

Both the first and last 737-100s became the last 737-100s in service. The first aircraft used by Boeing as prototype under registration N73700 was later ordered by and delivered to [[NASA]] on July 26, 1973, which then operated it under registration [[NASA 515|N515NA]] and retired after 30 years on September 27, 2003. The last 737-100 built and also the last operating was originally sold to MSA, transferred to [[Air Florida]], before being used as a VIP aircraft by the Mexican Air Force for 23 years under registration TP-03.{{Citation needed|date=September 2024}} TP-03 would be broken up in 2006. The first 737-100, NASA 515, is on static display in the [[Museum of Flight]] in [[Seattle]] and is the last surviving example of the type.{{sfn|Shaw|1999|p=8|ps=}}

==== 737-200 ====
[[File:United 737-200 N3013U at CLE (17159967836).jpg|thumb|A 737-200 of its launch customer, [[United Airlines]]. The -200 was one of the most popular variants sold, with 1095 units.]]

The 737-200 was a 737-100 with an extended fuselage, launched by an order from United Airlines in 1965 and entered service with the launch customer in April 1968. Its unit cost was US$4.0M (1968)<ref name="AvWeek22jan1968" /> (${{Inflation|US|4.0|r=1|1968}}M today). The -200's unit cost was US$5.2M (1972)<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |title= Airliner price index |magazine= [[Flight International]] |date= August 10, 1972 |page= 183 |access-date= January 9, 2018 |archive-date= January 9, 2018 |archive-url= https://web.archive.org/web/20180109181149/https://www.flightglobal.com/pdfarchive/view/1972/1972%20-%202020.html |url-status= live}}</ref> (${{Inflation|US|5.2|r=1|1972}}M today). The 737-200 Advanced is an improved version of the -200, introduced into service by [[All Nippon Airways]] on May 20, 1971.{{sfn|Bowers|1989|p=496|ps=}} After aircraft #135, the 737-200 Advanced has improved aerodynamics, automatic wheel brakes, more powerful engines, more fuel capacity, and hence a 15% increase in payload and range over the original -200s and respectively -100s.{{sfn|Redding|Yenne|1997|p=183|ps=}}{{sfn|Sharpe|Shaw|2001|p=41|ps=}} The 737-200 Advanced became the production standard in June 1971.<ref>{{cite web |url= http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |title= 737 Airplane Characteristics for Airport Planning |date= May 2011 |publisher= Boeing |access-date= February 7, 2015 |archive-date= February 7, 2015 |archive-url= https://web.archive.org/web/20150207152159/http://www.boeing.com/assets/pdf/commercial/airports/acaps/737.pdf |url-status= live}}</ref> Boeing also provided the 737-200C ([[Combi aircraft|Combi]]), which allowed for conversion between passenger and cargo use and the 737-200QC (Quick Change), which facilitated a rapid conversion between roles. The 1,114th<ref>{{cite web |author1=The Boeing Company |title=Boeing Commercial Orders & Deliveries |url=https://public.tableau.com/app/profile/salesoperations/viz/shared/CMD3CKDC8 |website=[[Tableau Software|Tableau]] Public |access-date=6 August 2024 |format=Filtered data table }}</ref> and last delivery of a -200 series aircraft was in August 1988 to [[Xiamen Airlines]].<ref name="O_D_summ" /><ref name="About the 737 Family">[http://www.boeing.com/commercial/737family/background.html "About the 737 Family."] {{Webarchive|url=https://web.archive.org/web/20041209163449/http://www.boeing.com/commercial/737family/background.html |date=December 9, 2004}} ''The Boeing Company''. Retrieved: December 20, 2007.</ref>

Nineteen 737-200s, designated [[Boeing T-43|T-43]], were used to train aircraft navigators for the [[United States Air Force|U.S. Air Force]]. Some were modified into CT-43s, which are used to transport passengers, and one was modified as the NT-43A Radar Test Bed. The first was delivered on July 31, 1973, and the last on July 19, 1974. The [[Indonesian Air Force]] ordered three modified 737-200s, designated ''Boeing 737-2X9 Surveiller''. They were used as Maritime reconnaissance (MPA)/transport aircraft, fitted with SLAMMAR (Side-looking Multi-mission Airborne Radar). The aircraft were delivered between May 1982 and October 1983.{{sfn|Bowers|1989|pp=498–499|ps=}}After 40 years, in March 2008, the final 737-200 aircraft in the U.S. flying scheduled passenger service were phased out, with the last flights of [[Aloha Airlines]].<ref name="swretire">{{cite web|url=http://swamedia.com/releases/Southwest-Airlines-Retires-Last-of-Founding-Aircraft-Employees-Help-Celebrate-the-Boeing-737-200-s-Final-Flight?mode=print |title=Southwest Airlines Retires Last of Founding Aircraft; Employees Help Celebrate the Boeing 737-200's Final Flight |publisher=swamedia.com |access-date=August 27, 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150904131052/http://swamedia.com/releases/Southwest-Airlines-Retires-Last-of-Founding-Aircraft-Employees-Help-Celebrate-the-Boeing-737-200-s-Final-Flight?mode=print |archive-date=September 4, 2015}}</ref> As of 2018, the variant still saw regular service through North American charter operators such as [[Sierra Pacific Airlines]].<ref name=":0">{{Cite web|url=https://www.flightglobal.com/asset/24536|title=World Airline Census 2018|website=Flightglobal.com|language=en-GB|access-date=August 21, 2018|archive-date=November 6, 2018|archive-url=https://web.archive.org/web/20181106212640/https://www.flightglobal.com/asset/24536|url-status=live}}</ref>

[[File:C-GANV landing in Vancouver.jpg|thumb| An [[Air North]] 737-200 fitted with a gravel kit.]]
The short-field capabilities of the 737-200 led Boeing to offer the [[gravel kit|"Unpaved Strip Kit"]] (see the Air North example, right).  This option reduced [[foreign object damage]] when operated on remote, unimproved or unpaved runways, that competing jetliners could not use safely. The kit included a gravel deflector on the nose gear and a vortex dissipator extending from the front of the engine. [[Alaska Airlines]] used the gravel kit for some of its [[combi aircraft]] rural operations in [[Alaska]]  until retiring its -200 fleet in 2007.<ref>{{cite web|title=The Airplane That Never Sleeps|url=http://boeing.mediaroom.com/2002-07-15-The-Airplane-That-Never-Sleeps|publisher=Boeing|access-date=November 19, 2014|date=July 15, 2002|archive-date=November 29, 2014|archive-url=https://web.archive.org/web/20141129033740/http://boeing.mediaroom.com/2002-07-15-The-Airplane-That-Never-Sleeps|url-status=live}}</ref><ref>{{Cite news |url=https://www.wsj.com/articles/SB117642845035668637 |title=Arctic Eagles Bid Mud Hens Farewell At Alaska Airlines |last=Carey |first=Susan |date=April 13, 2007 |work=[[The Wall Street Journal]] |access-date=February 7, 2015 |archive-date=February 7, 2015 |archive-url=https://web.archive.org/web/20150207152612/http://www.wsj.com/articles/SB117642845035668637 |url-status=live}}</ref>  [[Air Inuit]], [[Nolinor Aviation]] and [[Buffalo Airways]] still use the gravel kit in Northern Canada.
[[Canadian North]] also operated a gravel-kitted 737-200 Combi, but this was due to be retired in early 2023.<ref>[https://www.ch-aviation.com/portal/news/122390-canadian-north-to-retire-last-b737-200-in-early-2q23 ch-aviation.com – Canadian North to retire last B737-200 in early 2Q23] December 13, 2022</ref>

{{as of|2023|09}}, a relatively high number of 737-200s remain in service compared to other early jet airliners, with fifty examples actively flying for thirty carriers.<ref>{{Cite web |last=Chen |first=Andrew |date=September 1, 2023 |title=Where Are Boeing 737-200s Flying in 2023? |url=https://airlinegeeks.com/2023/09/01/where-are-boeing-737-200s-flying-in-2023/ |access-date=September 23, 2023 |website=AirlineGeeks.com |language=en}}</ref> During the [[Boeing 737 MAX groundings|737 MAX groundings]], older 737s, including the 200 and [[Boeing 737 Classic|Classic series]], were in demand for leasing.<ref>{{cite web |last=LeBeau |first=Phil |title=Airlines hurt by the 737 Max grounding are scrambling to find replacement jets |url=https://www.cnbc.com/2019/08/09/airlines-hurt-by-737-max-grounding-are-scrambling-to-find-replacements.html |website=CNBC |date=August 9, 2019 |access-date=January 16, 2024}}</ref> C-GNLK, one of Nolinor's 737-200s, is the oldest jet airliner in commercial service as of 2024, having entered service 50 years prior in 1974.{{Citation needed|date=December 2024|reason=This is an unsupported superlative, though it may be true.}}