jashah wrote:The performance limitations of the 737-900 (limited climb, high Vref on landing) have been discussed here before. I read in passing on another forum that the 900ER does not suffer as badly from these limitations. Does anyone know if this is true and if it is can you explain how this was accomplished?
keesje wrote:The biggest limitation of the -900 is the exit door limited 180 passengers. In real 2 class configuration that wasn't really a problem. Single class it is an unwelcome operational limitation.
FrmrKSEngr wrote:The -900 was originally designed to give more leg room for Alaska over the -800 for the same load. Contiental also appreciated the lenght (the days before the majors started cramming in as many people as they could into the tube). The IT operators liked the extra length to cram in more people, but were disappointed in the field performance due to the rotation angle reduction from the -800. The IT operators wanted to get back the -800 take-off length on the -900. This was a design consideration when we started designing the -900ER. To get back the field performance while also increasing the MGW, Boeing redesigned the leading devices, made other changes to the wing structure and rescheduled the flaps. The first major change to the 737NG wing. The wing guys had it easy as we in fuselage were designing the minor models from -700, -800, -600, -701, -702 and -900. Up to that point wing changes were limited to three wing box configurations: -600, -700 and -800/701/702/900.
FrmrKSEngr wrote:...Initially, besides Southwest, most 737-NGs were going to Eurpoe. Customers I remember included Maersk, Hapag Lloyd (I believe the first -800), KLM, TAV, Royal Air Moroc, SAS. American and Delta were relative late comers to the order book, USAIR & United went Airbus and TWA went MD-95/717 and were also looking at A320s.
benbeny wrote:How about it's braking performance? I heard more runway overrun than 737-800
Stitch wrote:keesje wrote:The 900ER weigh a lot more than the -900 amongst because of the aft wing exit door, flat bulkhead.
The difference in OEM OEW between them is ~1700kg - about 4%. Not exactly "a lot".
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