Regan Brown
The Boeing 737 is a popular commercial aircraft with a range of variants. The 737-800, the most common variant, burns 850 US gallons (3,200 litres) of jet fuel per hour. This is an improvement on the 737 Classic, with a redesigned wing, greater wingspan, and higher maximum takeoff weight, resulting in a 900-nautical-mile increase in range. Boeing has also introduced carbon brakes and the CFM56-7B Evolution nacelle to improve fuel efficiency.
| Characteristics | Values |
|---|---|
| Fuel Burn per hour | 850 US gallons (3,200 L) |
| Fuel Burn per seat per hour | 4.88 US gal (18.5 L) |
| Fuel Burn reduction with carbon brakes | 0.5% |
| Fuel Burn improvement with CFM56-7B Evolution nacelle | 2% |
| Fuel Savings with Split Scimitar winglets | 5.5% |
| Fuel Savings with blended winglets | 3.3% |
| Fuel Capacity Improvement | 30% |
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What You'll Learn
- The 737-800 burns 850 US gallons (3,200 litres) of jet fuel per hour
- The 737NG series has a redesigned wing with a larger area, increasing fuel capacity
- The 737-800 burns 20% less fuel than an MD-80 on a comparable flight
- The 737-800's fuel burn is 4.88 US gallons (18.5 litres) per seat per hour
- The 737NG's range is over 3,000 nautical miles (5,600 kilometres)
The 737-800 burns 850 US gallons (3,200 litres) of jet fuel per hour
The 737-800 is the most common variant of the 737NG (Next Generation) family. It burns 850 US gallons (3,200 litres) of jet fuel per hour, which is approximately 80% of the fuel used by an MD-80 on a similar flight, despite carrying more passengers. The Airline Monitor, an industry publication, quotes a 737-800 fuel burn rate of 4.88 US gallons (18.5 litres) per seat per hour, compared with 5.13 US gallons (19.4 litres) for the A320.
The 737NG series includes four variants: the -600, -700, -800, and -900, with seating capacities ranging from 108 to 215 passengers. The 737NG offers improved performance and retains commonality with previous 737 models. The redesigned wing is larger, with a wider wingspan, resulting in greater fuel capacity and higher maximum takeoff weights (MTOW), as well as an extended range.
The 737-800 has also benefited from additional improvements, such as the adoption of Split Scimitar winglets in 2014, which offer a 5.5% fuel saving per aircraft compared to the 3.3% savings of blended winglets. Furthermore, the introduction of carbon brakes for the Next-Gen 737s has contributed to weight reduction, with a 700-pound weight decrease on a 737-800 resulting in a 0.5% reduction in fuel burn.
In 2011, United Airlines operated the first US commercial flight of a 737-800 powered by a blend of algae-derived biofuel and traditional jet fuel, flying from Houston to Chicago, in an effort to reduce its carbon footprint.
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The 737NG series has a redesigned wing with a larger area, increasing fuel capacity
The 737NG series is an upgrade of the 737 Classic series, featuring a range of improvements, including a redesigned wing with a larger area. This new wing design has a 16 ft (4.9 m) greater wingspan, increasing the wing area by 25%. As a result of this increased area, the 737NG series has 30% more fuel capacity than its predecessor. This, combined with new, more fuel-efficient engines, increases the 737's range by 900 nautical miles (1,700 km; 1,000 mi) to over 3,000 nmi (5,600 km; 3,500 mi). This extended range permits transcontinental service.
The 737NG series also features a glass cockpit and upgraded and redesigned interior configurations, with improvements similar to those on the Boeing 777, including more curved surfaces and larger overhead bins. The most common variant of the 737NG series is the 737-800, which burns 850 US gallons (3,200 L) of jet fuel per hour. This is about 80% of the fuel used by an MD-80 on a comparable flight, while carrying more passengers.
In 2011, United Airlines operated the first US commercial flight of a 737-800 powered by a blend of algae-derived biofuel and traditional jet fuel, reducing its carbon footprint. This flight was from Houston to Chicago. In 2014, Split Scimitar winglets became available for the 737-800, producing up to a 5.5% fuel saving per aircraft compared to 3.3% for blended winglets.
In addition to fuel and design improvements, the 737NG series also has higher maximum takeoff weights (MTOW) and longer ranges than the 737 Classic series. The 737NG series includes four variants: the -600, -700, -800, and -900, seating between 108 and 215 passengers. Boeing stopped assembling commercial 737NGs in 2019 and made the final deliveries in January 2020.
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The 737-800 burns 20% less fuel than an MD-80 on a comparable flight
The 737-800 is the most common variant of the 737NG (Next Generation) family. It burns 850 US gallons (3,200 litres) of jet fuel per hour. This is about 80% of the fuel used by an MD-80 on a comparable flight, while carrying more passengers. The Airline Monitor, an industry publication, quotes a 737-800 fuel burn of 4.88 US gallons (18.5 litres) per seat per hour, compared to 5.13 US gallons (19.4 litres) for the A320.
The 737NG is an upgrade of the 737 Classic series, with a redesigned wing, a wider wingspan, greater fuel capacity, and higher maximum takeoff weights (MTOWs). The series includes four variants: the -600, -700, -800, and -900, seating between 108 and 215 passengers. The 737NG's primary competition is the Airbus A320 family.
The 737-800 has seen several improvements to reduce fuel consumption. In 2008, Boeing offered new carbon brakes for the Next-Gen 737s, reducing the weight of the brake package by 550-700 pounds (250-320 kg). A weight reduction of 700 pounds (320 kg) on a 737-800 results in a 0.5% reduction in fuel burn. Additionally, the CFM56-7B Evolution nacelle, introduced in 2011, improves fuel burn by at least 1% on longer stages.
In 2014, Split Scimitar winglets became available for the 737-800, resulting in up to a 5.5% fuel saving per aircraft compared to 3.3% for blended winglets. These improvements contribute to the 737-800's fuel efficiency, making it a more attractive option for airlines looking to reduce their fuel consumption and carbon footprint.
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The 737-800's fuel burn is 4.88 US gallons (18.5 litres) per seat per hour
The 737-800 is the most common variant of the 737NG (Next Generation) family. It burns 850 US gallons (3,200 litres) of jet fuel per hour, which equates to 4.88 US gallons (18.5 litres) per seat per hour. This is a 20% improvement on fuel efficiency compared to the MD-80, which uses 80% more fuel for a similar flight.
The 737NG is an upgrade of the 737 Classic series, which includes the -300, -400, and -500 models. The 737NG series encompasses the -600, -700, -800, and -900 variants, with improved performance and commonality retained from previous 737 models. The most-ordered variant is the 737-800, with a total of 5,205 aircraft ordered as of May 2025.
The 737-800's fuel efficiency can be attributed to several design improvements. Firstly, the wing was redesigned with a larger area, a wider wingspan, and a thinner airfoil section, increasing the wing area by 25%. This redesign also increased the total fuel capacity by 30%. Additionally, the 737-800 features new, more fuel-efficient CFM56-7B engines.
Furthermore, Boeing has offered optional upgrades that can further improve the fuel efficiency of the 737-800. For example, the CFM56-7B Evolution nacelle, which entered service in 2011, is claimed to improve fuel burn by at least 1%. Another option is the Split Scimitar winglets developed by Aviation Partners, which can provide up to a 5.5% fuel savings compared to the 3.3% savings of blended winglets.
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The 737NG's range is over 3,000 nautical miles (5,600 kilometres)
The Boeing 737 is one of the most popular commercial aircraft in the world, and the 737NG (Next Generation) is a highly efficient variant that offers improved performance and range compared to its predecessors. With a maximum fuel capacity of 6,875 US gallons (26,037 litres), the 737NG can fly over 3,000 nautical miles (5,600 kilometres) without refuelling, making it a versatile and cost-effective option for medium-haul routes.
The 737NG's range capability is a significant advantage for airlines, as it allows them to operate a wide variety of routes with a single aircraft type. For example, a 737NG could easily handle a short domestic hop of a few hundred miles, as well as longer international routes such as New York to London or Seattle to Tokyo. This flexibility can simplify fleet management and reduce operating costs for airlines.
The aircraft's range is made possible by its efficient CFM56 high-bypass turbofan engines, which provide a good balance of thrust and fuel economy. Depending on the variant and configuration, a 737NG typically burns between 4,000 and 6,000 pounds (1,800–2,700 kg) of fuel per hour during cruise flight. At a typical long-range cruise speed of Mach 0.78 (510 mph or 820 km/h), the 737NG burns approximately 5,500 pounds (2,500 kg) of fuel per hour, giving it an average fuel consumption rate of around 0.86 pounds per mile (0.26 kg/km).
While the 737NG has impressive range capabilities, its fuel burn can vary significantly depending on a number of factors. These include the weight of the aircraft, the altitude and speed at which it cruises, the weather conditions, and the amount of reserve fuel carried. For example, a heavier aircraft or one flying into strong headwinds will burn more fuel to cover the same distance.
To maximise fuel efficiency, pilots and dispatchers carefully plan each flight, taking into account these variables to determine the optimal speed, altitude, and fuel load. In favourable conditions, it's not uncommon for a 737NG to achieve better-than-average fuel burns, and with proper planning, it's possible to extend the aircraft's range even further if needed.
Overall, the 737NG's range of over 3,000 nautical miles is a testament to its efficient design and performance capabilities. This flexibility has made it a popular choice for airlines around the world, helping to reduce fuel costs and simplify fleet operations.
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Frequently asked questions
The 737-800 burns 850 US gallons (3,200 L) of jet fuel per hour.
The 733-800 burns about 80% of the fuel used by an MD-80 on a comparable flight.
The fuel burn is 4.88 US gal (18.5 L) per seat per hour.
The 737-800 burns less fuel per seat per hour than the A320, which burns 5.13 US gal (19.4 L).
Boeing has introduced carbon brakes, which reduce the weight of the brake package, and Split Scimitar winglets, which increase fuel savings.
