How the Boeing 737-700 fits modern airline networks

The Boeing 737-700 is the founding member of the 737 Next Generation (NG) family, a third generation update of the world's best selling narrow body jet. Manufactured by Boeing Commercial Airplanes at its Renton, Washington assembly plant, the 737-700 was designed as a direct replacement for the 737-300 Classic and competes with the Airbus A319 in the short to medium haul market.

The story of the Boeing 737-700 begins in the early 1990s. By that time, the Airbus A320 family had become a serious competitive threat to Boeing's single aisle dominance. Loyal 737 customers such as Lufthansa and United Airlines were placing orders with Airbus for its technologically advanced, fly by wire A320. In response, Boeing initiated internal studies in 1991, consulting more than 30 airlines to define an improved 737 series. In June 1993, the company board authorised the offer for sale of what was initially called the 737X program. Southwest Airlines became the launch customer on 18 November 1993, placing an order for 63 Boeing 737-700s, 32 of which were converted from existing 737-300 options. That launch order formally started the 737 Next Generation program.

Development progressed rapidly. The CFM56-7B engine, produced by CFM International (a 50/50 joint venture between GE Aerospace and Safran Aircraft Engines), was jointly certified by the FAA and the French DGAC in December 1996 at thrust ratings from 18,500 to 27,300 pounds. The first Boeing 737-700, registered N737X and the 2,843rd 737 built, rolled out on 8 December 1996 and completed its maiden flight on 9 February 1997 with test pilots Mike Hewett and Ken Higgins at the controls. Four 737-700 airframes were used in the flight test program, alongside three 737-800s and three 737-600s. The FAA awarded type certification on 7 November 1997 after more than 20,000 engineering laboratory and airplane tests. Southwest Airlines received the first production aircraft (N700GS) on 17 December 1997, and the variant entered revenue service the following month.

Subsequent milestones further expanded the Boeing 737-700's operational envelope. In late 1998, the 737NG received 120 minute ETOPS approval, and in September 1999 the FAA granted 180 minute ETOPS certification, making the 737NG the first single aisle aircraft in its class to achieve that level. This opened new overwater routes, notably enabling services between Hawaii and the US mainland. In July 2008, Boeing offered optional carbon brakes manufactured by Messier Bugatti Dowty for the 737NG, reducing brake weight by up to 700 pounds; Delta Air Lines received the first 737-700 fitted with this package. Split Scimitar winglets, developed by Aviation Partners, became available for the Boeing 737-700 in 2015, delivering up to 5.5% fuel savings compared with 3.3% for the earlier blended winglets. Additionally, from mid 2011 all new CFM56-7B engines incorporated the "Tech Insertion" and later the "Evolution" (7BE) upgrades, yielding further improvements in fuel burn and maintenance costs. For pilots looking to transition to the Boeing 737-700 or any 737NG variant, airlines typically provide the required type rating training in house; aspiring pilots can find practical guidance in resources such as tips on writing a strong pilot cover letter.

What Sets the Boeing 737-700 Apart from Other 737NG Variants

Within the 737 Next Generation family, the Boeing 737-700 occupies the mid size position. It is the closest equivalent to the Classic 737-300 it replaced, measuring 33.63 m (110 ft 4 in) in length. Compared to the smaller 737-600 (which replaced the 737-500 and was never offered with winglets), the 737-700 features a longer fuselage, higher passenger capacity and blended winglet availability from the outset. Relative to the larger 737-800, the 737-700 retains a single pair of overwing exits on each side rather than two, reflecting its lower maximum seating certification. The variant also served as the structural basis for the Boeing Business Jet (BBJ1), which pairs the 737-700 fuselage with the heavier wing and landing gear of the 737-800 for extended range. A convertible passenger/freighter version, the 737-700C, was developed for both military and commercial customers, with the U.S. Navy operating it as the C-40A Clipper. An Extended Range model, the 737-700ER, was launched in January 2006 with All Nippon Airways, combining auxiliary fuel tanks with the 737-800 wing for a range of up to 5,775 nmi. The fourth generation successor to the Boeing 737-700 is the 737 MAX 7, which incorporates CFM LEAP-1B engines and split tip winglets for further efficiency gains, though its certification has experienced significant delays.

Key variant identifiers of the Boeing 737-700 include:

• Engines: Two CFM International CFM56-7B series turbofans (FADEC controlled), rated from 20,600 to 26,300 lbf depending on sub variant
• Winglet options: Blended winglets (standard from 2000) and Split Scimitar winglets (available from 2015), each approximately 2.4 m (8 ft) tall
• Typical seating: 126 passengers in two class layout or up to 149 in all economy configuration
• Wing area: 125 m² (1,344 sq ft), a 25% increase over the 737 Classic wing
• Maximum certified altitude: 12,500 m (41,000 ft)
• ETOPS rating: Certified for 180 minute extended range twin engine operations
• Glass cockpit: Six flat panel LCD displays configurable in Boeing 777 style or Classic 737 format, enabling a common type rating across both 737 families
• Derivative variants: 737-700C (convertible), 737-700ER (extended range), BBJ1 (corporate), C-40A Clipper (military)

The Boeing 737-700 is the aircraft that launched the Next Generation (NG) family, serving as a direct replacement for the 737-300 Classic. Designed for short to medium haul operations with up to 149 passengers in a single class layout or 126 in a typical two class configuration, it balances range, payload and runway performance around a fuselage that is 33.63 m (110 ft 4 in) long. Its redesigned wing features greater chord, increased span and 25% more area than its predecessor, enabling a 30% increase in total fuel capacity. Combined with the more efficient CFM56-7B turbofan engines, these improvements extend the 737's range by roughly 900 nautical miles compared to the Classic, now permitting transcontinental service.

The 737-700 retains the 737 family's traditional cable and hydraulic flight control philosophy while incorporating modern avionics, including a 777-style EFIS flight deck with six flat panel LCD displays. Its wing can be fitted with optional 2.4 m (8 ft) blended winglets, which were first developed for the Boeing Business Jet (BBJ) variant and help reduce drag on longer sectors. As with all NG variants, the aircraft shares a common type rating across the 737-600, 737-700, 737-800 and 737-900 models, making it operationally efficient for airlines running mixed NG fleets.

• Overall length: 33.63 m (110 ft 4 in)
• Wingspan: 34.31 m (112 ft 7 in) without winglets; 35.79 m (117 ft 5 in) with blended winglets
• Height: 12.55 m (41 ft 2 in)
• Wing area: 125.0 m² (1,344 sq ft)
• Typical seating: 126 passengers (two class) or up to 149 (single class)
• Operating empty weight (OEW): 38,147 kg (84,100 lb)
• Max takeoff weight (MTOW): 60,330 kg (133,000 lb) standard; 70,080 kg (154,500 lb) high gross weight (HGW) option
• Fuel capacity: approximately 26,000 litres (6,900 US gal) in standard configuration
• Range: approximately 3,440 nm (6,370 km) with full passenger load (HGW version); approximately 1,540 nm (2,850 km) in standard weight configuration with 126 passengers
• Typical cruise speed: Mach 0.785 (approximately 473 kt); maximum Mach 0.82
• Service ceiling: 41,000 ft
• Engines: 2× CFM56-7B20 (20,600 lbf) standard; CFM56-7B24 (24,200 lbf) on HGW version
• Avionics baseline: Honeywell common display system with EFIS; Rockwell Collins flight control computers available from 2002 onward
• Winglet option: blended winglets (2.4 m / 8 ft tall), standard on many delivered aircraft

Systems Architecture and Handling Technology

Unlike fly-by-wire competitors such as the Airbus A320 family, the 737-700 retains a conventional hydromechanical flight control design. The primary flight controls (ailerons, elevator and rudder) are operated through cables connected to hydraulic Power Control Units (PCUs), which can also receive inputs from the autopilot system. The ailerons work in tandem with flight spoilers to assist roll control, while trailing edge flaps and leading edge slats are driven hydraulically via dedicated valves and follow up cables for accurate positioning.

The aircraft relies on three hydraulic systems operating at 3,000 psi: System A, System B and a Standby system. Systems A and B each feature an engine driven pump (EDP) and an AC motor pump (ACMP), providing full redundancy for critical flight controls. The Standby system, powered by a single electric motor driven pump, serves as an emergency backup for the rudder, thrust reversers and leading edge devices. The Speed Trim System (STS), updated from the Classic series, includes a stall identification function and operates at any airspeed on the NG. From 2008, operators could specify carbon brakes from Messier-Bugatti-Dowty as a replacement for steel brakes, offering a weight saving of 250 to 320 kg per aircraft depending on the brake configuration previously fitted.

Published performance figures for the 737-700 can vary significantly depending on operator selected options. Range numbers depend on MTOW selection (standard versus HGW), cabin density, auxiliary fuel tank configuration and atmospheric assumptions such as wind, temperature and altitude. Takeoff distances and payload range are also influenced by airport elevation, runway condition and the specific engine thrust rating installed. All figures should therefore be read in context; manufacturer brochure values typically assume standard day ISA conditions and may not reflect real world airline operations at all airports.

CFM56-7B: The Engine Behind the 737 Next Generation

The 737-700 is powered exclusively by the CFM56-7B, produced by CFM International, a 50/50 joint venture between GE Aerospace (United States) and Safran Aircraft Engines (France, formerly Snecma). The CFM56 programme originated in the early 1970s, when Snecma sought a partner to develop a commercial engine in the 10-ton thrust class. After previous collaboration on the CF6-50 for the Airbus A300, GE was selected as partner, and the joint venture was formally established in 1974. Despite five years without a single order, the programme survived and went on to become the most widely produced commercial jet engine family in aviation history, with over 33,000 CFM56 engines delivered by the late 2010s.

The CFM56-7B variant was launched in late 1993 specifically for the 737NG family, with Southwest Airlines as the launch customer. It features a 61 inch (1.55 m) diameter solid titanium wide chord fan with 24 blades, a nine-stage high pressure compressor derived from GE's core technology, and single crystal material in the high pressure turbine for improved durability. Full Authority Digital Engine Control (FADEC) replaced the earlier analogue and PMC based fuel management of the Classic series, giving precise and automated thrust management across all flight phases. The CFM56-7B delivers approximately 8% better specific fuel consumption and 15% lower maintenance costs compared to the CFM56-3 it replaced.

For the 737-700, the standard engine is the CFM56-7B20, rated at 20,600 lbf (91.6 kN) of takeoff thrust, while the high gross weight variant uses the CFM56-7B24 at 24,200 lbf (107.6 kN). Across the full 737NG family, the CFM56-7B series spans six main thrust ratings from 18,500 lbf (CFM56-7B18 for the 737-600) up to 27,300 lbf (CFM56-7B27 for the 737-800/900 and BBJ). The bypass ratio ranges from 5.1:1 for the highest thrust variants to 5.5:1 for the lower rated models. A significant mid-life enhancement, the CFM56-7BE "Evolution" package certified in 2010, improved fuel consumption by approximately 1.6% and reduced maintenance costs by 4% through redesigned turbine components and improved aerodynamics. Beyond its commercial role on all four 737NG passenger variants, the CFM56-7B also powers military derivatives including the C-40A Clipper transport, the P-8 Poseidon maritime patrol aircraft and the 737 AEW&C airborne early warning platform.

The Boeing 737-700 is a short to medium range narrowbody airliner with a maximum range of approximately 6,370 km (3,440 nautical miles), making it well suited to domestic shuttles, intra-regional services and transcontinental routes within North America. Typical missions last between 1 and 5 hours, although some operators push the aircraft to its limits on longer transcontinental sectors of up to 2,400 miles. In its primary market, the 737-700 typically completes multiple short rotations per day: narrowbody aircraft in this category average around 7 to 8 block hours of daily utilisation on short haul networks, accumulating roughly 2,500 to 3,200 flight hours per year. The most intensively used example on record, United Airlines' N14704, had logged over 81,000 flight hours across more than 29,000 cycles by early 2024, illustrating the airframe's durability in high frequency operations.

Operationally, the Boeing 737-700 thrives in both point to point and hub and spoke networks. Southwest Airlines, the variant's launch customer and by far its largest operator, built its entire model around high frequency point to point flying, using the type's compact size and quick turnaround capability to serve thinner city pairs and off peak waves. At network carriers such as United Airlines, the aircraft fills a different niche: it is deployed on slot constrained routes where adding frequency matters more than adding seat capacity, and it serves smaller spoke airports that cannot justify a larger gauge aircraft. For pilots considering a career on this type, the daily life of an airline pilot flying the 737-700 typically involves multiple legs per day across domestic or regional networks. One challenge facing operators today is the aircraft's advancing fleet age, which pushes maintenance costs upward and makes it increasingly uneconomical on high demand corridors where larger 737-800s or 737 MAX 8s absorb traffic more efficiently.

Where the Boeing 737-700 Operates Around the World

The Boeing 737-700 has served airlines across all major regions, though its operational footprint is now concentrated primarily in the Americas. In North America, the type remains a backbone of domestic aviation, with more than 80% of its scheduled departures operating within the United States and Canada. In South America, carriers deploy it on medium haul routes connecting major cities. Europe has historically hosted several 737-700 operators among network and leisure airlines, though many are now transitioning to Airbus A320neo family aircraft. In Africa, a smaller number of flag carriers and regional airlines use the type for domestic and intra-continental services, while a handful of operators across Asia employ it on shorter domestic sectors and regional routes.

• North and South America: Southwest Airlines remains the world's largest 737-700 operator, with around 334 aircraft in active service as of mid 2025, using them across a vast domestic point to point network. United Airlines operates the type on domestic routes and notably on services to Micronesia from Guam. Alaska Airlines flies the 737-700 extensively within the state of Alaska and on select routes in the continental United States, and has also converted several airframes into cargo freighters. Avelo Airlines, a newer ultra low cost carrier, acquired former Southwest 737-700s for leisure routes from bases including Hollywood Burbank and New Haven. In Canada, WestJet operates approximately 38 Boeing 737-700s across domestic and transborder services. In South America, GOL Linhas Aéreas uses the type alongside its 737-800 and MAX fleet on Brazilian domestic routes. Copa Airlines in Panama has historically deployed the 737-700 on regional services from its Tocumen hub, and Bahamasair relies on the variant for Caribbean services from Nassau. Boliviana de Aviación (BoA) also operates the type on domestic and regional routes.
• Europe: KLM Royal Dutch Airlines currently operates six Boeing 737-700s on intra-European services from Amsterdam Schiphol, though these are being progressively replaced by Airbus A321neo aircraft. Transavia, KLM's low cost subsidiary, has also operated the 737-700 on leisure routes across Europe. Luxair, the national carrier of Luxembourg, flies four 737-700s on high density intra-European routes. Other European carriers that have operated or continue to operate the type include SAS Scandinavian Airlines, Tarom (Romania), SkyUp Airlines (Ukraine), Lumiwings (Italy), and TUI fly Belgium. Historically, airlines such as easyJet and Air Berlin also flew the 737-700 before transitioning to other types.
• Asia: Several Chinese airlines operate or have operated the Boeing 737-700, including China Southern Airlines, China Eastern Airlines, Shandong Airlines, Shanghai Airlines, Kunming Airlines, and XiamenAir, typically on shorter domestic sectors within China. MIAT Mongolian Airlines and SCAT Airlines (Kazakhstan) have used the variant on regional routes in Central and East Asia. SpiceJet in India has also operated the type, though on a limited scale alongside its A320 and 737-800 fleet.
• Africa: Ethiopian Airlines operates a small fleet of three Boeing 737-700s on short haul domestic and intra-African services from its Addis Ababa hub. Other African operators include RwandAir, ASKY Airlines (Togo), LAM Mozambique Airlines, TAAG Angola Airlines, Malawi Airlines, Cabo Verde Airlines, and Zambia Airways, many of which use the type on domestic and regional routes within the continent.

Typical Seating Configurations on the Boeing 737-700

According to Boeing's specifications, the 737-700 accommodates 126 passengers in a standard two class layout or up to 149 in an all economy, single class configuration. In practice, airline configurations vary widely depending on the operator's business model. All seats are arranged in a standard 3+3 abreast layout across a single aisle cabin, consistent with all 737 family members.

Low cost and leisure carriers tend to maximise density. Southwest Airlines, for example, configures its 737-700s with 143 all economy seats at a 31 inch (79 cm) pitch, while Avelo Airlines fits up to 147 or 149 economy seats. Luxair seats 141 passengers in a high density economy layout, with the option to curtain off the first few rows as European business class on selected flights. Network carriers, by contrast, favour multi class cabins. United Airlines configures the 737-700 with approximately 118 to 126 total seats across first class (12 seats in a 2+2 arrangement), premium economy, and standard economy. WestJet offers configurations with 12 business class seats and 120 to 132 economy seats, for totals of 132 to 144 passengers. Copa Airlines uses two layouts: one seating 124 passengers (12 business, 112 economy) and another seating 126 (12 business, 114 economy). Alaska Airlines seats 124 passengers across a first class cabin of 12 seats and a 112 seat main cabin, featuring Recaro leather seats with seatback power outlets. For a comprehensive overview of airline seat maps across different 737-700 operators, resources such as SeatMaps.com provide detailed, interactive layouts for each carrier's configuration.

The Boeing 737 700 has been in commercial service since December 1997, when Southwest Airlines took delivery of the first example. Over more than 27 years of operation, approximately 1,128 airframes of the standard 737 700 variant were delivered, along with additional BBJ and convertible sub variants. At its peak around 2018, roughly one thousand of these aircraft were flying worldwide, accumulating millions of flight cycles across dozens of operators. This volume of service is essential context: a small number of serious incidents must be weighed against an enormous amount of safe daily flying. According to a Boeing statistical analysis covering the period 1959 to 2017, the entire 737 Next Generation family recorded a hull loss rate of just 0.17 per million departures, making the 737 NG generation significantly safer than its Classic (0.71) and Original (1.75) predecessors.

Notable Accidents and Incidents Involving the Boeing 737 700

• Southwest Airlines Flight 1248 (2005) – On 8 December 2005, a 737 700 overran Runway 31C at Chicago Midway International Airport during a landing in heavy snowfall and struck vehicles on an adjacent road, killing a six year old boy in a car and injuring several people. The NTSB determined the probable cause was the crew’s failure to deploy reverse thrust in a timely manner, compounded by tailwind conditions exceeding limits and inadequate operator guidance on landing distance calculations. Following the investigation, Southwest revised its autobrake procedures and added a 15 percent safety margin to arrival landing distance assessments. Chicago Midway subsequently installed Engineered Materials Arresting Systems (EMAS) at multiple runway ends to mitigate future overrun risks.
• AIRES Flight 8250 (2010) – On 16 August 2010, a 737 700 operated by Colombian carrier AIRES broke into three sections while landing in poor weather at San Andrés Island, Colombia. Two of the 131 people on board lost their lives. The official investigation attributed the crash to the crew’s misjudgement of altitude during the final approach, likely influenced by the “black hole” visual illusion encountered during a night approach with minimal ground lighting. The event underscored the importance of instrument monitoring, stabilised approach criteria and enhanced crew training when operating into airports with limited visual references.
• Southwest Airlines Flight 345 (2013) – On 22 July 2013, a 737 700 from Nashville suffered a nose gear collapse during a hard landing at New York LaGuardia Airport after the captain took control at very low altitude during an unstabilised approach. Nine of the 149 occupants sustained minor injuries and the airframe was written off. The NTSB cited the captain’s attempt to recover from the unstabilised approach by transferring control instead of executing a go around. The incident reinforced industry focus on Standard Operating Procedures (SOPs), stabilised approach compliance and effective Crew Resource Management (CRM).
• Southwest Airlines Flight 1380 (2018) – On 17 April 2018, a 737 700 experienced an uncontained engine failure of its left CFM56 7B engine while climbing through flight level 320 after departing New York LaGuardia. Fragments from the inlet and fan cowl struck the fuselage, shattering a cabin window and causing rapid depressurisation. One passenger was fatally injured and eight others sustained minor injuries. The crew diverted safely to Philadelphia. The NTSB investigation found the failure originated from a fatigue crack in a fan blade that was not detected during previous inspections. In response, the FAA mandated ultrasonic inspections of CFM56 7B fan blades across the fleet, and the NTSB recommended that Boeing redesign the 737 NG fan cowl structure to better withstand fan blade out events.

How Safe Is the Boeing 737 700 Today?

When measured against the sheer volume of flights performed over nearly three decades, the Boeing 737 700 presents a strong safety profile. Data from AirSafe.com shows the entire 737 NG family (600/700/800/900 series) has a fatal event rate of approximately 0.07 per million flights, placing it among the safest airliner families ever produced. The 737 700 benefits from the same design philosophy that defines the NG generation: a modern glass cockpit, CFM56 7B engines with proven reliability, and a wing redesigned for better performance and fuel efficiency. Operators follow rigorous Standard Operating Procedures that are continuously updated by manufacturers and regulators, while oversight from bodies such as the FAA, EASA and national aviation authorities ensures that airworthiness directives and maintenance requirements are strictly enforced.

The few serious incidents involving the 737 700 have each led to measurable improvements in inspection techniques, crew training and airport infrastructure. This iterative learning cycle is one of the core strengths of commercial aviation safety. According to the IATA 2024 Annual Safety Report, the global accident rate stood at 1.13 per million flights and the industry carried five billion passengers on over 40 million flights. The five year rolling average improved to one accident per 810,000 flights, down from one per 456,000 flights a decade earlier. Whether preparing to take off on a short domestic sector or a longer route, passengers aboard a Boeing 737 700 can be reassured that aviation remains, by a wide margin, one of the safest forms of mass transportation in the world.