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FAA Air Agency Certificate DM5Y810M EASA Approval Certificate NL. 145. 1148 CAAC Maintenance Organization Certificate F03100201 DCA Thailand Repair Station. The Engine Yearbook 2. UBM Aviation Publications. Published on Jan 6, 2. Aircraft Technologys annual publication for the aero engine professional. BOEING 7. 37 8. 00 SKYbrary Aviation Safety. Aircraft Name. Regular tail, mid set. This is a public forum for 737 maintenance related questions, requests and experience exchange discussions for every Boeing 737. Aerodrome Reference Code 4. C. Underwing mounted. Tricycle retractable. Manufacturered as BOEING BBJ2. BOEING 7. 37 8. 00 BBJ2. BOEING 7. 37 8. 00. BOEING 7. 37 8. 00. Description. The B7. B7. 37 family of aircraft. The 7. 37 8. 00 is a stretched version of the 7. For more information, see Boeings B7. Technical Data. Wing span. Length. 3. 9. 5. 0 m. Height. 1. 2. 6. 0 m. Powerplant. 2 x CFM5. B 1. 17 k. N turbofans. CFM International CFM5. Performance Data. Take Off. Initial Climbto 5. Initial Climbto FL1. Initial Climbto FL2. MACH Climb. Cruise. Initial Descentto FL2. Descentto FL1. 00Descent FL1. Approach V2 IAS 1. IAS 1. 65 kts IAS 2. IAS 2. 90 kts MACH 0. TAS 4. 60 kts MACH 0. IAS 2. 90 kts IAS kts Vapp IAS 1. Distance 2. 30. 0 m ROC 3. ROC 2. 00. 0 ftmin ROC 2. ROC 1. 50. 0 ftmin MACH 0. ROD 8. 00 ftmin ROD 3. MCS 2. 10 kts Distance 1. MTOW 7. 05. 30. 70,5. Ceiling FL4. 10 ROD ftmin APC C. WTC M Range 2. 00. NM Accidents Serious Incidents involving B7. A3. 18 B7. 38, en route, Trasadingen Switzerland, 2. On 8 June 2. 00. 9, an Airbus A3. Air France on a scheduled passenger flight from Belgrade, Serbia to Paris CDG in day VMC came into conflict with a Boeing 7. Ryanair on a scheduled passenger flight from Nottingham East Midlands UK to Bergamo Italy. The conflict was resolved mainly by TCAS RA response and there were no injuries to any occupants during the avoidance manoeuvres carried out by both aircraft. A3. B7. 38, Nantes France, 2. On 2. 5 May 2. 01. Air France Airbus A3. ILS Cat 2 approach at Nantes experienced interference with the ILS LOC signal caused by a Boeing 7. AP removed any risk of un correctable directional control problems during the landing roll. Both aircraft were operating in accordance with their ATC clearances. Investigation attributed the conflict to the decision of TWR not to instruct the A3. A3. 19 B7. 38 B7. Lausanne Switzerland, 2. On 2. 6 May 2. 01. A3. 19 in Swiss Class C airspace received a TCAS Level Off RA against a 7. ATC. The opposing higher altitude 7. RA climb from level flight and this triggered a second conflict with another 7. TCAS RAs for both these aircraft. Correct response to all RAs resulted in resolution of both conflicts after prescribed minimum separations had been breached to as low as 1. A3. 20 B7. 38 Barcelona Spain, 2. On 2. 7 May 2. 01. Airbus A3. 20 departing Barcelona was cleared by GND to taxi across an active runway on which a Boeing 7. Whilst still moving but before entering the runway, the A3. The 7. 37 was instructed to go around and there was no actual risk of collision. The Investigation attributed the controller error to lack of familiarisation with the routine runway configuration change in progress. A3. B7. 38, en route, near Crdoba Spain, 2. On 3. 0 October 2. Airbus A3. 20 came close to a Boeing 7. FL 2. 20 after the A3. Their response to a TCAS RA requiring descent at not above 1,0. Lack of notification delayed the start of an independent Investigation but it eventually found that although the A3. TCAS equipment had been serviceable, its crew denied failing to correctly follow their initial RA. A3. B7. 38, vicinity Dubai UAE, 2. On 2. 2 April 2. 01. Airbus A3. 20 and a Boeing 7. Dubai whilst on the same ATC frequency and correctly following their ATC clearances shortly after they had departed at night from Sharjah and Dubai respectively. The Investigation found that correct response by both aircraft to coordinated TCAS RAs eliminated any risk of collision. The fact that the controller involved had only just taken over the radar position involved and was only working the two aircraft in conflict was noted, as was the absence of STCA at the unit due to set up difficulties. A3. B7. 38, vicinity Launceston Australia, 2. On 1 May 2. 00. 8 an Airbus A3. Jet. Star on a scheduled passenger flight from Melbourne to Launceston, Tasmania was making a missed approach from runway 3. L when it came into close proximity in night VMC with a Boeing 7. Virgin Blue and also inbound to Launceston from Melbourne which was manoeuvring about 5nm north west of the airport after carrying out a similar missed approach. Minimum separation was 3 nm at the same altitude and the situation was fully resolved by the A3. A3. 20B7. 38, vicinity Delhi India, 2. On 2 September 2. B7. 37 crew were not instructed to go around from their approach by ATC as it became increasingly obvious that an A3. They initiated a go around over the threshold and then twice came into conflict with the A3. ATC de confliction, initially below the height where TCAS RAs are functional. Investigation attributed the conflict to ATC but the failure to effectively deal with the consequences jointly to ATC and both aircraft crews. A3. B7. 38, Dublin Ireland, 2. On 2. 1 May 2. 01. Monarch Airlines A3. Dublin inadvertently taxied onto an active runway after failing to follow its taxi clearance. The incursion was not noticed by ATC but the crew of a Boeing 7. The incursion occurred in a complex manoeuvring area to a crew unfamiliar with the airport at a location which was not a designated hot spot. Various mitigations against incursions at this position have since been implemented. A3. B7. 38, vicinity Amsterdam Netherlands, 2. On 1. 3 November 2. Garuda Airbus A3. KLM Boeing 7. 37 lost separation against each other whilst correctly following radar vectors to parallel approaches at Amsterdam but there was no actual risk of collision as each aircraft had the other in sight and no TCAS RA occurred. The Investigation found that one of the controllers involved had used permitted discretion to override normal procedures during a short period of quiet traffic but had failed to restore normal procedures when it became necessary to do so, thus creating the conflict and the ANSP was recommended to review their procedures. B7. A3. 19, Dublin Ireland, 2. On 1. 6 October 2. VMC, a Boeing 7. 37 8. Turkish Airlines on a passenger flight from Dublin to Istanbul entered runway 2. Dublin whilst an Airbus A3. Germanwings on a scheduled passenger flight from Koln to Dublin was about 0. The Airbus immediately initiated a missed approach from approximately 2. ATC call to do so. B7. AS2. 5, en route, near Frankfurt Hahn Germany, 2. On 2. 5 April 2. 01. Class E airspace near Frankfurt Hahn and commenced avoiding action. Although the glider was within their field of view, neither of the pilots of the other aircraft, a Boeing 7. QNH. B7. 38 AT4. Jakarta Halim Indonesia, 2. On 4 April 2. 01. Boeing 7. 37 8. 00 crew taking off in normal night visibility from Jakarta Halim were unable to avoid an ATR 4. Both aircraft sustained substantial damage and caught fire but all those involved escaped uninjured. The Investigation concluded that contributory to the accident had been failure to use a single runway occupancy frequency, towing of a poorly lit aircraft, the potential effect on pilot detection of an obstruction of embedded approach lighting ahead of the displaced landing threshold and issues affecting controller traffic monitoring effectiveness. B7. B7. 38, Dublin Ireland, 2. On 7 October 2. 01. Boeing 7. 37 8. 00 taxiing for departure from runway 3. Dublin as cleared in normal night visibility collided with another 7. Whilst accepting that pilots have sole responsible for collision avoidance, the Investigation found that relevant restrictions on taxi clearances were being routinely ignored by ATC.