I was recently looking at a fleet list for Jet2 and I realised there there were not just the 737-300 and 737-800 but there were many different types of the 800 variant 737 for example:
-737-86Q
-737-85P
-737-86N
-737-808
-737-8K5
-737-8K2
I also know that this is the case for Jet2’s 757-200 fleet:
-757-236
-757-27B
-757-23A
-757-21B
I wondered, what is the difference between all these different varients and what does each stand for? Can anyone help me out, thanks in advance.
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- GalaxyFlyer
- Posts: 12408
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Re: 737 Types
The numbers to the right of the hyphen are Boeing codes for who the original buyer was.
GF
GF
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- BWIAirport
- Posts: 1602
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Re: 737 Types
Airlines who's aircraft come from many sources will end up with a wide variety of customer codes like the airline you mentioned. Even DL has 757-232s. 757-2Q8s, etc. Airlines that have gone through recent mergers will often have two large groups of codes (UA has fleets of 777-222(ER)s, sUA planes, and 777-224(ER)s, sCO planes. Airlines that fly pretty much exclusively their own original aircraft, like AS, will all have the same codes (737-790/890/990/990(ER)).
Also, to save you from the confusion I had when I first learned about Boeing customer codes, they of course work differently on Airbus aircraft. The last two digits are the engine identifier.
As a note: Boeing discontinued customer codes recently, after a certain L/N on 737, 747, and 777 aircraft, (all 77W will be officially 777-300(ER)s), and the last two digits have been dropped entirely on the last 747s, MAXes, 777X, and 787s.
Also, to save you from the confusion I had when I first learned about Boeing customer codes, they of course work differently on Airbus aircraft. The last two digits are the engine identifier.
As a note: Boeing discontinued customer codes recently, after a certain L/N on 737, 747, and 777 aircraft, (all 77W will be officially 777-300(ER)s), and the last two digits have been dropped entirely on the last 747s, MAXes, 777X, and 787s.
Re: 737 Types
BWIAirport wrote:As a note: Boeing discontinued customer codes recently, after a certain L/N on 737, 747, and 777 aircraft, (all 77W will be officially 777-300(ER)s), and the last two digits have been dropped entirely on the last 747s, MAXes, 777X, and 787s.
Same with Airbus, although they did it a bit earlier.
In the past, airlines were able to order specific variants, such as a 737 with lavatories in the middle, or 777s with smaller cargo doors, different door configurations and other minor but structural things. That meant that an aircraft would forever more be stuck with an extra door or whatever the modification was for its entire life. The unique customer code would then indicate which specific variant/customer modification of the 737 it was.
Since then Airbus and Boeing have standardized their products, so an A320 for EasyJet is in theory structurally identical to one for Lufthansa, except for the easily replaceable interior fittings.
These days the last 2 digits usually indicate something like which engine option is fitted, and if available, which door configuration the aircraft has. Example is the ATR: I forgot what the first digit indicates, but I the second is the engine (0 = PW124, 1 = PW127), last is door configuration (1 = front door, 2 = aft door). Then they can add A after the last number, which means it has the 6-bladed propeller. An ATR 72-212A is therefore a PW127 powered aircraft with a aft entrance door and 6-bladed props. A -201 will be PW124 powered, fore-entrance door and 4-bladed props.
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- BawliBooch
- Posts: 1907
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Re: 737 Types
VSMUT wrote:Example is the ATR: I forgot what the first digit indicates, but I the second is the engine (0 = PW124, 1 = PW127), last is door configuration (1 = front door, 2 = aft door). Then they can add A after the last number, which means it has the 6-bladed propeller. An ATR 72-212A is therefore a PW127 powered aircraft with a aft entrance door and 6-bladed props. A -201 will be PW124 powered, fore-entrance door and 4-bladed props.
Interesting!
I dont think any of the PW127 powered variants were actually offered/sold with front passenger door? All -500's are -212A's?
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- Channex757
- Posts: 2423
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Re: 737 Types
jacoblaurie04 wrote:I was recently looking at a fleet list for Jet2 and I realised there there were not just the 737-300 and 737-800 but there were many different types of the 800 variant 737 for example:
-737-86Q
-737-85P
-737-86N
-737-808
-737-8K5
-737-8K2
I also know that this is the case for Jet2’s 757-200 fleet:
-757-236
-757-27B
-757-23A
-757-21B
I wondered, what is the difference between all these different varients and what does each stand for? Can anyone help me out, thanks in advance.
You missed the most important one!
737-8MG. Jet2's own relatively recently issued Boeing code for the new 738 fleet.
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- Channex757
- Posts: 2423
- Joined:
Re: 737 Types
GalaxyFlyer wrote:The numbers to the right of the hyphen are Boeing codes for who the original buyer was.
GF
They can also denote the first leasing company to order the plane and have it delivered to an airline client.
For instance, 6N is GECAS so 737-36N would indicate a 737-300 ordered by them.
Not always though. If it's a longer lease they would often use the client code. Shorter leases tended to use the lessor code.
I can see why Boeing is phasing it out. It doesn't add anything and is a pain to administer. In recent years the trend is for airlines to order planes then sell them to a lessor.
Re: 737 Types
BWIAirport wrote:As a note: Boeing discontinued customer codes recently, after a certain L/N on 737, 747, and 777 aircraft, (all 77W will be officially 777-300(ER)s), and the last two digits have been dropped entirely on the last 747s, MAXes, 777X, and 787s.
Straight from the link I posted:
In 2016, Boeing announced that they would no longer apply customer codes to any aircraft produced after a certain point, which would lead to their designators being the "generic" type for the model. The codes were removed from the type certificates for each model with effect from the production line number shown below:Boeing 737 Next Generation: line number 6082
Further, customer codes have never been used for the 787 and 737 MAX, and will not be applied to the 777X either.
Boeing P-8 Poseidon: line number 6020
Boeing 747-8: line number 1534
Boeing 767: line number 1102
Boeing 777: line number 1422
VSMUT wrote:In the past, airlines were able to order specific variants, such as a 737 with lavatories in the middle, or 777s with smaller cargo doors, different door configurations and other minor but structural things. That meant that an aircraft would forever more be stuck with an extra door or whatever the modification was for its entire life. The unique customer code would then indicate which specific variant/customer modification of the 737 it was.
This is not actually the case - Boeing have for a long time used an arcane combination of different codes to identify particular aircraft configurations, while the customer code being discussed here relates simply to the purchaser, more as a first step toward organising the various further configuration specifications, which is why for example all BOAC- and latterly BA-ordered aircraft have "36", even though within those aircraft they may have changed the exact configurations they took several times. You'll see references to things like "variable numbers" and "block numbers" and "effectivity codes" that are part of this.
Just taking a quick dive into this wonderful world for two sequential 747-400s shows some of the joy:
Code: Select all
Line No Serial No Type Basic No Variable No Effectivity Code
811 24383 747-422 R2476 RT606 176
812 24833 747-481 R2477 RT752 429
So the customer codes have gone but the basic numbers and many other such things live on, with the 787 family for example getting Basic Numbers starting ZA for the 787-8, ZB for the 787-9, etc etc.
Plus there was a ferocious amount of pointless duplication and overhead in the system - the Royal Australian Air Force has two customer codes (DF and ES) as a result of the exact means by which they sourced certain aircraft, and Qantas Defence Services have DT but it's only ever been used for two 737BBJs they bought from Boeing on behalf of the RAAF.
And then there's a odd variability in what exactly will and won't get a code changed, like how QF's first tranche of 738s were actually ordered by AA but taken over by QF after September 11 - they ended up with QF's 38 code but kept the hideous AA cross-hatch wall panelling :p
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- Wacker1000
- Posts: 318
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Re: 737 Types
Channex757 wrote:It doesn't add anything and is a pain to administer.
But what trivia will aviation geeks argue over and try to use to attract mates in 10 or 20 years?
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- bunumuring
- Posts: 2849
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Re: 737 Types
Hey XAM2175,
Yes the old story about 'the first 15'...
The QF 737-800s actually ordered by AA but taken over by QF.
I didn't actually mind the cross-hatching !
Back on topic.... I actually will miss the use of the Boeing customer code system. It really appealed to avgeeks with OCD like me, lol!
Cheers
Bunumuring
Yes the old story about 'the first 15'...
The QF 737-800s actually ordered by AA but taken over by QF.
I didn't actually mind the cross-hatching !
Back on topic.... I actually will miss the use of the Boeing customer code system. It really appealed to avgeeks with OCD like me, lol!
Cheers
Bunumuring
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- Starlionblue
- Posts: 21730
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Re: 737 Types
Wacker1000 wrote:Channex757 wrote:It doesn't add anything and is a pain to administer.
But what trivia will aviation geeks argue over and try to use to attract mates in 10 or 20 years?
My wife and kids have learned to zone out when I get going...
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