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Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Close up photos of internal and external components Illustrated history and description of all variants of 737 Databases and reports of all the major 737 accidents & incidents History and Development of the Boeing 737 - MAX General flightdeck views of each generation of 737's Technical presentations of 737 systems by Chris Brady Detailed tech specs of every series of 737 A collection of my favourite photographs that I have taken of or from the 737 Press reports of orders and deliveries Details about 737 production methods A compilation of links to other sites with useful 737 content Study notes and technical information A compilation of links to major 737 news stories with a downloadable archive A quick concise overview of the pages on this site

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The 737-900ER has the same length fuselage as the -900 but is distinguishable from the -900 by the extra Type II door behind the wing. The doors were added for passenger evacuation regulations to enable seating for up to 215 passengers. Also the aft pressure bulkhead was flattened to add an extra fuselage frame (approx 1 row of seats) of cabin space. The flat bulkhead became standard on all 737s from 2006 and the Type II door will be standard on all series 900s although operators may choose to have it deactivated.

Range is increased to 3,200nm with the addition of two 1,970ltr aux fuel tanks (or 2,800nm without aux tanks) and optional winglets. The 900ER has reinforced landing gear legs, wing-box and keel beam structure to handle the increased MTOW of 85,139kg (187,700lbs). Take-off and landing speeds (and hence field length) are reduced by the short field performance improvement package originally developed for the 737-800, this is standard on all 737-900ERs. MZFW will be 67,721kg (149,500lbs) & MLW 71,400kg (157,500lbs), making it similar in weight to the 727-200; the brakes have been upgraded as a consequence.

Part of the Short Field Improvement Package is a two position tailskid powered by hydraulic system A, that extends a further 5 inches for tailstrike protection during landing due to the lower landing speeds. This can be seen in the photo below. A subtle difference is also the angled drain tube which can be seen better on the tailskid page.

Production of he -900ER started in 2006 followed by a two aircraft, 7 month, flight test program starting 1 Sep 2006. FAA certification was gained on 26 Apr 2007 with the first aircraft delivered to Lion Air the following day.

Tailstrikes

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*** Updated 23 Nov 2020 ***

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This photo shows a 737-900ER just at the point of touchdown at Luton runway 25. Notice that although the -900 has the longest fuselage length (until the MAX -10 arrives), the tail clearance (here at flap 40?) in the photo is quite large. The tailskid in the extended position can be seen.

Notice also the condensation trails from the flaps, which are the flying surfaces generating the most lift, hence the lowest pressure and the generation of condensation.

El Al 737-900ER 4X-EHF

El Al 737-900ER 4X-EHF landing at Luton

737-900ER mid-door

The 737-900ER Type II mid-door

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