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Aerodynamics of the 737-300

Contributed by Nick Duros
Saturday, 21 January 2006
Page 7 of 10 12. Winglets The original 737-300 aircraft did not come with or have the option to have winglets. Now there is an option for winglets. Testing of the 737-300SP (Special Performance) started in November 2002 and gained its Supplemental Type Certificate on 30 May 2003. Benefits of winglets on the 737-300 Depending on the airplane, its cargo, the airline's routes and other factors, winglets have the potential to give: Improved Performance on Takeoff Winglets pay off in better takeoff performance, especially from obstacle-limited, high, hot, weight-limited, and/or noise-restricted airports by allowing a steeper climb. The performance, improved climb gradients increase 737-800 allowable takeoff weight (TOW). Some examples: Chicago-Midway: ~1,600 lb additional TOW Albuquerque, Denver, and Salt Lake City: ~4,400 lb additional TOW Reduced engine wear and maintenance costs Better climb performance also allows lower thrust settings, thus extending engine life and reducing maintenance costs. Lower Required Thrust Levels Extend On-Wing Life. Takeoff - Winglets allow up to 3% incremental derate. Cruise - Cruise thrust levels are reduced by up to 4%. Fuel savings Winglets reduce fuel burn by lowering drag and improving aerodynamic efficiency. Depending on the missions you fly, blended winglets can improve cruise fuel mileage up to 6 percent, especially important during a time of rising fuel prices. Increased range versus payload. The addition of Winglets to the 737 has demonstrated drag reduction in the 5 to 7% range that measurably increases range and fuel efficiency . In addition, the Blended Winglets allow the 737 to take off from higher, hotter airports with increased payload. Improved flexibility in operations By increasing Payload Range and Overall Performance, Blended Winglets add flexibility to fleet operations and route selection. Air Berlin notes, "Previously, we'd step-climb from 35,000 to 41,000 feet. With Blended Winglets, we can now climb direct to 41,000 feet where traffic congestion is much less and we can take advantage of direct routings and shortcuts which we could not otherwise consider." 13. Fuel Flow (sea level vs 30,000 ft) The Boeing 737-300 POH lists the fuel burn at altitude while in a hold. The fuel burn at sea level at 210 knots is 2910 lbs of fuel per hour. The fuel burn at 35,000 feet at 210 knots is 2650 lbs of fuel per hour. These numbers are from the holding chart which does not accurately depict true fuel burn for the aircraft were it in cruise, but lacking other information these numbers show the increase in fuel burn at sea level that would be expected of a jet aircraft. << Start < Previous 1 2 3 4 5 6 7 8 9 10 Next > End >>