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Winglets
The most noticeable feature to appear on 737s are the
winglets. These are wing tip extensions which reduce lift
induced drag and provide some extra lift. They have been
credited to Dr Louis Gratzer formerly Chief of
Aerodynamics at Boeing and now with Aviation Partners
Boeing (APB). They were first flown on a 737-800 in June
1998 as a testbed for use on the BBJ. They are now available
as a standard production line option for all NGs with the
exception of the -600 series. They are also available as a
retrofit from APB. They are 8ft 2in tall and about 4 feet wide
at the base, narrowing to approximately two feet at the tip
and add almost 5 feet to the total wingspan. The winglet for
the Classic is slightly shorter at 7ft tall. Over half of all
737NGs have had winglets retrofitted.
Boeing has now developed, built and will be installing their
own winglets for the 737 MAX family. The "Advanced
Technology" winglet combines rake tip technology with a
dual feather winglet concept into one advanced treatment for
the wings of the 737 MAX.". They will be split-tipped,
straight-edged winglets for the 737 NAX (see photo below).
The latest development, which was available from early
2014, is the split-scimitar winglets for the 737 NG from APB

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*** Updated 02
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737-200 Mini-Winglets
737 NG Production Winglets
737 MAX Advanced Technology Winglets
737 NG Split Scimitar Winglets
News stories



Winglets are also available for Classics. The first winglet equipped 737-300 flew in Nov 2002
and gained its FAA supplemental type certificate (STC) on 30 May 2003. Winglet equipped
Classics are known as Special Performance (SP).
Winglets have the potential to give the following benefits:
Improved climb gradient. This will enable a higher RTOW from climb limited airports (hot, high
or noise abatement) or obstacle limited runways.
Reduced climb thrust. A winglet equipped aircraft can typically take a 3% derate over the non-
winglet equivalent aircraft. This can extend engine life and reduce maintenance costs.
Environmentally friendly. The derate, if taken, will reduce the noise footprint by 6.5% and NOx
emissions by 5%. This could give savings on airport noise quotas or fines.
Reduced cruise thrust. Cruise fuel flow is reduced by up to 6% giving savings in fuel costs and
increasing range.
Improved cruise performance. Winglets can allow aircraft to reach higher levels sooner. 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.
Good looks. Winglets bring a modern look and feel to aircraft, and improve customers'
perceptions of the airline.
If winglets are so good, you may wonder why all 737s dont have them. In fact 85% of all new
737s are now built with winglets, particularly the 800 and 900 series and of course all BBJs. It
comes down to cost versus benefits. Winglets cost about $725,000USD and take about 1 week to
install which costs an extra $25-80,000USD. Once fitted, they add 170-235kg (375-518lbs) to
the weight of the aircraft, depending upon whether they were installed at production or a retrofit.
The fuel cost of carrying this extra weight will take some flying time each sector to recover,
although this is offset by the need to carry less fuel because of the increased range. In simple
terms, if your average sector length is short (less than one hour) you wont get much the benefit
from winglets - unless you need any of the other benefits such as reduced noise or you regularly
operate from obstacle limited runways.
There is a small difference in rotation rate for aircraft
with winglets installed and, as a result, the crew needs
to be cautious of pitch rate. There is approximately a
unit take-off trim change between non-winglet and
winglet aircraft so the green band is slightly different
for winglet aircraft. Finally, the dry maximum
demonstrated crosswind limit is slightly reduced with
winglets to 34kts. According to APB this is because
the FAA will only let us document the max winds
experienced during flight test... so if we had been able
to find more crosswind, then the 33kts might have been
more. There appears to be no weather cocking effect
due to winglets.


Other winglet News Stories
An excellent article by Boeing in Aero 17 is available at:
http://www.boeing.com/commercial/aeromagazine/aero_17/winglet
_story.html

Next-Generation 737 Production Winglets
Description
Winglets are wing tip extensions which provide several benefits to airplane operators. The
winglet option increases the Next-Generation 737's lead as the newest and most technologically
advanced airplane in its class. These new technology winglets are now available on 737-800s as
well as on the Boeing Business Jet (737-700 and 737-800).
There are two types of winglet available, Boeing's own built into the wing at the time of
manufacture and the APB winglet as a retrofit.

Benefits
Depending on the airplane, its cargo, the airline's routes and other factors, winglets have the potential
to give:
IMPROVED TAKEOFF PERFORMANCE
By allowing a steeper climb, winglets pay off in better takeoff performance, especially from
obstacle-limited, high, hot, weight-limited, and/or noise-restricted airports. Performance
Improved climb gradients increase 737-800 allowable takeoff weight (TOW).
Some examples include:
Chicago-Midway: ~1,600 lb additional TOW
Lanzarote (Canary Islands): ~3,500 lb additional TOW
Albuquerque, Denver, and Salt Lake City: ~4,400 lb additional TOW
REDUCED ENGINE 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 lower drag and improve aerodynamic efficiency, thus reducing fuel burn. 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 PAYLOAD RANGE
The addition of Aviation Partners Blended Winglets to the 737 Next Generation 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-NG to take off from higher, hotter
airports with increased payload.
Series
Range (nm)
Normal
Range (nm) With
Winglets
-700 3250 3634
-800 2930 3060
-900 2670 2725

ENVIRONMENTALLY FRIENDLY
With winglets, you can be a good neighbour in the community you serve. They enhance
performance at noise-restricted airports and cut the affected area by 6.5 percent, saving you
money on airport noise quotas or fines. By reducing fuel consumption, winglets help lower NOx
emissions by 5%.
IMPROVED OPERATIONAL FLEXIBILITY
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."
MODERN DRAMATIC APPEARANCE
Blended Winglets bring a modern look and feel to aircraft, and improve customers' perceptions
of the reliability and modernity of the Airline.

Dimensions
Each winglet is 8 feet long and 4 feet in width at the base, narrowing to approximately two feet
at the tip.
Added wingspan
Winglets add approximately 5 feet to the airplane's total wingspan - from 112 feet 7 inches to
117 feet 2 inches. (All Next-Generation 737 models have the same wingspan.)
Weight
Each winglet weighs about 132 pounds. Increased weight to the airplane for modifying wing and
installing winglets is about 480 pounds.
Airplane provisions
Structural modifications to accommodate the winglet include strengthening the wing's centre
section and other internal strengthening on the wing. These enhancements are done in the normal
production process. Various systems changes have also been made to accommodate winglet
installation.
Offerability
Production and retrofit winglets for the Next-Generation 737s are available through Boeing
(production) and Aviation Partners Boeing (retrofit). Aviation Partners Boeing (APB) is a joint
venture partnership between Boeing and Aviation Partners Inc. (API).
Certification
Retrofit FAA Supplemental Type Certificate (STC) was granted to APB on 3/23/2001. LBA
(German regulatory agency) STC was granted to APB on 5/4/2001. JAA STC was granted May
2001. Boeing PLOD (program letter of definition) was granted 5/9/2001 by both the FAA and
JAA for Boeing production.
Availability
737-700, 737-800, 737-900, 737-BBJ - available now. Deliveries began May 2001. Initial
customers included: South African Airways, Air Berlin, American Trans Air, Polynesian
Airlines, and Hainan Airlines - both through direct purchase and leasing options via ILF, GATX,
GE Capital Corp., and Flightlease.
Operational Considerations
There is a small difference in rotation rate for airplanes with winglets installed and, as a result,
the crew needs to be cautious of pitch rate. There is also approximately a unit take-off trim
change between non-winglet and winglet aircraft so the green band is slightly different for
winglet aircraft.

737-200 Mini-
Winglets
This is a 737-
200Adv, L/N 628,
fitted with mini-
winglets. This is
part of the Quiet
Wing Corp flap
modification kit
which gained its
FAA certification
in 2005. The
package includes
drooping the TE
flaps by 4 degrees
and the ailerons by
1 degree to
increase to camber
of the wing.
Benefits include:
Payload
Increase of up to 5,000 lbs.
Range Increase up to 3%
Fuel Savings up to 3%
Improved Takeoff/Landing Climb Gradients
Reduced Takeoff/Landing Field Length
Improved High Altitude Takeoff/Landing Capability
Improved Hot Climate Performance
Reduced Stall Speeds by 4-5kts
Photo: Julian Whitelaw






737 MAX Advanced Technology (AT) Winglets
Boeing has now developed, built and will be installing their own winglets for the 737 MAX
family. The "Advanced Technology" winglet combines rake tip technology with a dual feather
winglet concept into one advanced treatment for the wings of the 737 MAX.".

The AT Winglets measure 8 feet from root to top of winglet and a total of 9 feet 7 inches from
bottom of lower tip to top of higher tip. The top portion is 8 feet 3 inches and the bottom portion
is 4 feet 5.8 inches. The ground clearance of the bottom tip is 10 feet 2 inches.
Boeing claim they will give 1.5% fuel burn improvement over current technology winglets. They
explain this as follows:"The AT winglet further redistributes the spanwise loading, increasing the
effective span of the wing. The AT winglet balances the effective span increase uniquely
between the upper and lower parts and therefore generates more lift and reduces drag. This
makes the system more efficient without adding more weight."

This graphic from Boeing shows from top to bottom, a non-winglet aircraft, a current blended
winglet and an AT winglet. The AT winglet has a more even lift profile across its span.

737 NG Split Scimitar Winglets

Split Scimitar Winglets are offered by APB for the 737-800 and 737-900ER and came into
service in early 2014. They are available as a retrofit to existing winglet aircraft. APB expect to
be able to offer the retrofit to all of the 737NG range by the end of 2015.
A set of SSWs weigh 133kg (294Lb) per aircraft but give fuel savings of 1.6% on sectors of
1000nm rising to 2.2% on sectors of 3000nm. This equates to an extra 65nm range.
The modifiocation requires a trailing edge wedge, strengthened stringers and ballast weight but
no changes to any avionics or the FMC. The base price cost for an upgrade from brlended
winglets to SSWs was $555,000 as of 2014.
A United Airlines Boeing 737-800 retrofitted with new split scimitar winglets has performed its
maiden test flight. The Boeing 737-800 with the new split scimitar winglet design similar to
that to be used on the Boeing 737 MAX family made its first test flight on July 16, from Paine
Field in Everett, Washington.
The first United Airlines Boeing 737-800 fitted with new split scimitar winglets from Aviation
Partners Boeing takes off on its maiden test flight on July 16, 2013. The aircraft flew from
Pained Field in Everett, Washington According to United Airlines, the new winglet design
improves on the existing blended winglets currently fitted to the carriers Boeing 737NG fleet. In
January, United served as the launch customer for the new split scimitar winglet when it made a
firm commitment with Aviation Partners Boeing to retrofit its Boeing 737-800 fleet. In June,
United announced it would also retrofit its Boeing 737-900ER fleet.
United Airlines program to retrofit its Boeing 737-800s and 737-900ERs with split scimitar
winglets consists of replacing each existing blended winglet aluminum winglet tip cap with a
new aerodynamically shaped Scimitar winglet tip cap and adding a new Scimitar-tipped
ventral strake Using a newly patented design, the program consists of retrofitting Uniteds
Boeing 737NG blended winglets by replacing the aluminum winglet tip cap with a new
aerodynamically shaped Scimitar winglet tip cap and adding a new Scimitar-tipped ventral
strake. We are always looking for opportunities to reduce fuel expense by improving the
efficiency of our fleet. The Next-Generation 737 Split Scimitar Winglet will provide a natural
hedge against rising fuel prices while simultaneously reducing carbon emissions, says Ron
Baur, vice president of fleet for United Airlines. According to United, the new winglet design
demonstrates significant aircraft drag reduction over the basic blended winglet configuration
United uses on its current fleet. United expects the new split scimitar winglet to result in
approximately a 2 per cent fuel saving for any 737NG fitted with it.
The new split scimitar winglets with which United Airlines is retrofitting its Boeing 737-800 and
737-900ER fleets look similar to the winglets which feature on the new Boeing 737 MAX
family. United estinates each set of split scimitar winglets will reduce by 2 per cent the fuel burn
of any Boeing 737NG on which they are installed Once the split scimitar winglets are installed,
United expects the winglet technologies installed on its 737NG, 757, and 767-300ER fleets to
save it more than $200 million per year in jet fuel costs. United will begin retrofitting its 737-800
and 737-900ER fleets with the new winglets beginning early next year, once testing and FAA
certification of the winglets are complete.


News Stories


03 Dec 2013 - Boeing selects GKN to build 737 MAX advanced technology winglet
LONDON, December 3, 2013 Boeing [NYSE: BA] has selected GKN plc to manufacture the
Advanced Technology Winglet for the 737 MAX. Production of the winglets will take place at
the GKN site at Cowes on the Isle of Wight in the United Kingdom with final assembly at
GKN's facility in Orangeburg, South Carolina. Already a market success, the 737 MAX has
more than 1,600 orders from airlines around the world. We announced our first winglet
contracts for Boeing aircraft in 2007 and this award reflects the on-going success of our growing
relationship, said Marcus Bryson, CEO, GKN Aerospace and Land Systems. It also draws on
our expertise in the efficient manufacture of complex composite and metallic wing structures and
makes full use of our ability to assemble this advanced structure. We are extremely proud to be
part of the team that is producing this unique winglet - and to be involved with Boeing in
creating this extremely efficient next-generation airframe." Boeings newest family of single-
aisle aircraft, the 737 MAX will build on the Next-Generation 737s popularity and reliability
while delivering to customers unsurpassed fuel efficiency in the single-aisle market.
Development of the 737 MAX is on schedule with firm configuration achieved in July 2013.
First flight is scheduled in 2016 with deliveries to customers beginning in 2017. GKN will
deliver the first developmental winglet ship sets to Boeing in 2015. UK Business Minister
Michael Fallon said "This significant deal creates and secures hundreds of high skilled, long term
engineering jobs on the Isle of Wight and across GKN's domestic supply chain. It also further
strengthens the ties between Boeing and the UK, showing that this country can continue to be the
supplier of choice to the world's leading aircraft manufacturers. That's why the Government is
working in partnership with industry to deliver jobs and growth through our industrial strategy."
Boeings Advanced Technology Winglet is one of a number of design updates that will result in
less drag and further optimize the 737 MAX performance, especially on longer-range missions.
In total these updates will deliver an 8 percent per-seat operating cost advantage over future
competition.1 Boeing is pleased that this agreement will build on our existing strong
relationship with GKN, said Sir Roger Bone, President of Boeing in the UK. As Boeing
celebrates 75 years of partnership with the UK in 2013, this agreement helps to ensure that our
strong relationship with the UK aerospace industry continues for many years to come. Two
suppliers are manufacturing winglets for the 737 MAX programme, GKN and Korean Air
Aerospace Division (KAL-ASD) in South Korea.

13 Aug 2013 - Latest in fuel efficiency: Split Scimitar winglet for 737s now in testing
Its going to be harder than anticipated to distinguish Boeings planned 737 Max series from the
current Next Generation 737s, based on the two models wingtips.
Take a look at the photo at right showing the wingtips of a United Airlines 737. These two-part
Split Scimitar Winglets are now undergoing Federal Aviation Administration certification testing
at Grant County International Airport at Moses Lake, Wash.
The Split Scimitar Winglets project both up and down, an advance that Aviation Partners Boeing
claims will add at least 2 percent in fuel efficiency to 737 Next Generation models.
But wait!
A distinguishing feature of the planned future 737 Max is advanced technology winglets, as
shown in the second image (an artist's rendering), which also split at the end of the wing, with
one fin pointing up and another pointing down, also to increase fuel economy.
Boeing claims its new advanced technology winglets will add another 1.5 percent increase in
fuel efficiency; it's already claiming a 10 percent to 12 percent increase for the 737 Max's new
engines.
These subtle increases in fuel efficiency are significant in the heated battle between Boeing and
competitor Airbus over orders for their competing re-engined models of their narrow body
aircraft, the 737 Max and A320neo, respectively.
The retrofitted winglets also are important for carriers in their own cost-cutting efforts. Aviation
Partners estimates the Scimitar winglets will save United Airlines, its first customer, 57,000
gallons of fuel a year for each 737-900 ER.
The two winglet models, which are visually very different from the up-swept blended winglets
now common on 737s, are hard to tell apart.
A few clues are that the Split Scimitar wingtips are essentially add-ons to the blended winglets,
so the lower portion is decidedly smaller than the original upturned swept winglets, and both
feature extended tips with what the maker calls the scimitars.
The advanced-technology winglets planned for the 737 Max are more symmetrical and do not
have the extended scimitar tips.
Tracing the lineage of the two models is nearly as complex.
Aviation Partners Boeing is a joint venture between Boeing Commercial Airplanes division and
Aviation Partners Inc. that was formed to sell and market the original blended winglets.
That joint venture has been enormously successful, and has sold and installed its original blended
winglets on more than 4,000 737 NGs (Next Generation). These days, nearly every new 737 NG
rolls off the Renton line with the blended winglets already installed.
The new split-wingtip designs evolved through a combination of independent engineering and
collaboration between Boeing and Aviation Partners, although its hard to tell how much is
which.
APB didnt participate in the Boeing design, and the Boeing designers didnt participate in
APBs, said Bill Ashworth, CEO of Aviation Partners Boeing. The APB design was approved
by Boeing engineers, and they participated in evaluation of the test data. They also looked at the
design technically, and said its a good design.
So while Boeing will be using its own advanced technology winglet on future 737 Max aircraft,
Aviation Partners Boeing already has landed 455 firm orders and options for its Split Scimitar
Winglets, and expects to get a lot more. These winglets are being purchased by airlines such as
United, to be retrofitted onto the wings of existing aircraft.
"This will add additional work for us, were glad to have it, Ashworth said. Were going to
increase staffing levels to handle it, but its great work, and customers are very excited about it.
The Aviation Partners Boeing winglets are fabricated in Austria, although they are designed
here.
The testing at Moses Lake is being handled by Aerospace Testing Engineering and Certification
LLC, which has leased 23,000 square feet there, according to Pat Jones, executive director of the
Port of Moses Lake.

11 Aug 2012 - Boeing Designs Advanced Technology Winglet for 737 MAX
Aviation Partners has started showing airlines a split-tip winglet with blended, "scimitar"-edged
feathers as a retrofit option that the joint venture estimates can reduce fuel consumption by 2.5 to
3% on next-generation 737s. The move precedes a launch decision by the board of directors of
the Aviation Partners Boeing (APB) joint venture, but that approval should come "shortly", says
Joe Clark, founder of Aviation Partners, the Seattle-based firm that designed the standard
blended winglet ordered on more than 4,600 737NGs. Aviation Partners unveiled the scimitar-
edged winglet last October and launched flight tests on a 737 Boeing Business Jet in April,
which confirmed the estimates of computational fluid dynamics models to within one-tenth of a
percentage point, Clark says. "We are very pleased with what we've achieved," he adds. While
APB prepares to offer a scimitar-edged split-tip winglet on the 737NG, Boeing is readying a
straight-edged split-tip winglet on the 737 Max.
Both companies claim to have arrived on the split-tip configuration for the 737 at nearly the
same time by coincidence. Aviation Partners had no prior knowledge of Boeing's "dual-feather"
split-tip winglet for the 737 Max, and has received no information on the design from its joint
venture partner, Clark says. For its part, Boeing also was unaware of the Aviation Partners
design when it began working on the Advanced Technology (AT) winglet around June 2011,
says Robb Gregg, a chief aerodynamicist for the 737 Max. "As I was looking at the
configuration, we needed to get more performance out of it and really the only place we hadn't
spent a lot of time was looking at the [wing]-tip," Gregg says. Boeing completed trade studies
between August and September last year, he says, then fabricated a set of optimal shapes for
testing in a wind tunnel. Although the split-tip design appears to be a new innovation, it traces
back to Robb's previous work as a chief aerodynamicist at McDonnell Douglas. The airframer
that merged with Boeing in 1997 had pioneered the installation of winglets on airliners in the
mid-1980s. The MD-11 entered service with an up/down winglet, with a shortened lower surface
forward of the upper surface. The lower surface was shaped to improve stall characteristics at
low-speed, Gregg says. McDonnell Douglas also proposed a split-tip winglet for the short-lived
MD-12, a late-1980s concept for a four-engined double-decker. As the chief aerodynamicist of
the MD-12 concept, Gregg says, he proposed the split-tip to optimize lift of a wingspan
artificially constrained to a length of 64.9m (213ft) to fit into existing airport gates. Likewise, the
737 Max also demanded more performance than a blended winglet could produce. "Because we
needed more performance to satisfy the customers we felt we needed to push the technology a bit
further," Gregg says. A split-tip wingtip has never been tested in flight test, and Boeing currently
has no plans to test the 737 Max AT Winglet on a surrogate platform. Boeing is confident that
computational fluid dynamics models have predicted drag characteristics accurately, Gregg says.
At the same time, Boeing is not convinced a split-tip winglet will produce performance
improvements as a retrofit option on the 737NG, although it has not conducted an analysis yet.
Holding Boeing back is the knowledge that the AT Winglet increases the aerodynamic loads on
the outboard wing section. "The better the winglet the more load it's going to drive outboard.
Otherwise it didn't do anything for you," Michael Teal, chief project engineer on the 737 Max,
said in a July interview. "The question is how difficult it would be to retrofit," he added. "You're
getting out there on the end of a wing; it's not that thick. It's not something that's easy to take
apart and add gauge to." Despite being joint-venture partners, Boeing and Aviation Partners also
have different views on the margin of benefit provided by a split-tip winglet. Boeing predicts the
straight-edged split-tip on the 737 Max will contribute 1.5% to fuel burn reduction. Aviation
Partners, on the other hand, is proposing a 2.5% to 3% benefit from installing the scimitar-edged
winglet on the 737NG, which shares the same airfoil as the 737 Max. Even so, Aviation Partners
is optimistic that scimitar-edged split wing-tips will be retrofitted on as much as 60% of the
737NG fleet, Clark says.

2 May 2012 - Boeing Designs Advanced Technology Winglet for 737 MAX
RENTON, Wash., May 2, 2012
Boeing announced today a new winglet design concept for the 737 MAX. The new Advanced
Technology winglet will provide MAX customers with up to an additional 1.5 percent fuel-burn
improvement, depending on range, on top of the 10-12 percent improvement already offered on
the new-engine variant.
"The Advanced Technology winglet demonstrates Boeing's continued drive to improve fuel burn
and the corresponding value to the customer. With this technology and others being built into the
MAX, we will extend our leadership," said Jim Albaugh, president and CEO, Boeing
Commercial Airplanes. "Incorporating this advanced technology into the 737 MAX design will
give our customers even more advantage in today's volatile fuel price environment."
Compared to today's wingtip technology, which provides up to a 4 percent fuel-burn advantage
at long ranges, the Advanced Technology winglet provides a total fuel-burn improvement of up
to 5.5 percent on the same long routes.
"The concept is more efficient than any other wingtip device in the single-aisle market because
the effective wing span increase is uniquely balanced between the upper and lower parts of the
winglet," said Michael Teal, chief project engineer, 737 MAX.
Boeing aerodynamicists used advanced computational fluid dynamics to combine rake tip
technology with a dual feather winglet concept into one advanced treatment for the wings of the
737 MAX. The Advanced Technology winglet fits within today's airport gate constraints while
providing more effective span thereby reducing drag. Ongoing 737 MAX testing in the wind
tunnel validated the new concept on the airplane.
The super-efficient design has been incorporated into the 737 MAX design and production
system plans. "We have assessed the risk and understand how to leverage this new technology on
the MAX within our current schedule," said Teal. "This puts us on track to deliver substantial
additional fuel savings to our customers in 2017." Airlines operating the 737 MAX now will gain
an 18 percent fuel-burn per-seat improvement over today's A320. Depending on the range of the
mission, MAX operators will realize even more savings.
"Adding the Advanced Technology winglet to the 737 MAX is consistent with our demonstrated
performance on delivering increasing value to our customers, on time, throughout the life of the
737 program," said Beverly Wyse, vice president and general manger, 737 program.
To date, the 737 MAX has more than 1,000 orders and commitments from 16 customers
worldwide.


30 Apr 2007 - APB selects UK supplier as it launches 767-300ER programme with
American order
UK-based GKN Aerospace has been selected by Aviation Partners Boeing (APB) as a new
supplier of the US company's blended winglets for the rapidly expanding Boeing 737 "Classic"
and newly launched 767 retrofit programmes, while United Airlines is poised to start retrofitting
its 757s.
The aerostructures specialist joins APB winglet supplier Kawasaki Heavy Industries. Winglets
for the 737 Next Generation. Despite the much-needed addition of GKN, APB says the 737
Classic retrofit line is sold out through 2009 at the rate of six shipsets a month. "We're still going
to ramp up as fast as we can, but it will be the end of this year or early next before they can begin
providing the first parts," says APB vice-president sales Patrick LaMoria.


26 Dec 2006 - Aviation Partners Boeing Launches 737-900 Blended Winglet Program
With program launch of Aviation Partners Boeing 737-900 Blended Winglets, and first
deliveries slated for December 2007, the world's airways will soon be making room for even
more Blended Winglet Performance Enhanced airplanes. Launch customers Continental Airlines,
KLM and Alaska Airlines plan to complete the retrofit of their 737- 900s by the end of the first
quarter of 2008.
"We've had a great deal of customer interest in 737-900 Blended Winglets and this important
new program gives more of our operators commonality and the ability to fly with 100% Blended
Winglet equipped 737NG fleets," says Aviation Partners Boeing CEO John Reimers. "This
program is off to a very strong start and we anticipate that the remaining handful of operators of
the 737-900 will be unable to ignore the tremendous value Blended Winglets add to the aircraft."
Benefits of Aviation Partners Boeing's Visible Technology are nothing short of dramatic in fuel
savings, improved performance and environmental advantages. Given average aircraft utilization
rates, operators will save over 100,000 gallons (380,000 liters) of fuel per aircraft per year
resulting in a payback on investment of less than 3 years. Noise footprint, on takeoff and landing,
is reduced by an average of 6.5% while engine emissions of carbon dioxide and nitrous oxides
are lowered on the order of 5.0%.
"Blended Winglets will give KLM improved range and payload on many longer stage lengths in
its European Network," says KLM's Vice President of Fleet Services Rene Kalmann. "Further
this decision fits in KLM's Corporate Social Responsibility policy to invest in environmental
protection that goes beyond regulatory compliance."
For KLM Royal Dutch Airlines, Blended Winglet equipped 737-900s will continue to provide
important fuel savings while adding to fleet commonality -- the airline will be installing 21
additional Blended Winglet Systems on the 737-800 beginning in March 2007. All 737-800s in
KLM's fleet will be Winglet equipped by February 2008.
"Continental remains steadfast in its efforts to improve aircraft performance and reduce fuel
usage. Equipping our 737-900s with Blended Winglets moves us closer to that goal," says John
Greenlee, Managing Director of Fleet Planning for Continental. "The fuel efficiency
improvements offered by Blended Winglets coupled with our young fleet provide Continental
with a natural hedge against volatile fuel prices."
For Continental Airlines, Blended Winglet equipped 737-900s will complement the carrier's
existing winglet equipped aircraft, which include 100% of its 737-700s, 737-800s and 757-200s.
To date the airline has installed winglets on 182 aircraft and plans to add over 100 additional
Systems in the next few years as it will soon begin retrofitting winglets onto its 737 Classic fleet
while continuing to take new 737NG aircraft with winglets, including the new 737-900ER.
"Our long-haul flying will benefit greatly from the fuel savings and payload advantages provided
by blended winglets," said Scott Ridge, Alaska Airlines' managing director of technical
operations and support. "We've seen the value of the winglets on our other next-generation 737s
and look forward to achieving similar efficiencies with our -900s."
Alaska's order for 9 shipsets of 737-900 Blended Winglets adds to their current order of: 19 737-
700's and 37 737-800's of which 33 are already in service.
By year-end 2006, over 1500 Blended Winglet Shipsets will be in service with over 100 airlines
in more than 40 countries on 6 continents. Currently, 65% of in-service fleet of 737-700s, and
57% of in-service 737-800s, are Blended Winglet Equipped. By 2010, with over 4500 airliners
upgraded, APB anticipates that Blended Winglet Technology will have saved commercial
airlines over 2 billion gallons of fuel.

5 Apr 2005 - MAS to install winglets for Boeing
The Boeing Co. signed a deal with Malaysia's national carrier yesterday to set up a regional
winglet modification center outside the capital, Kuala Lumpur, a Boeing official said.
Aviation Partners Boeing and Malaysia Airlines Engineering sealed the agreement yesterday in
Kuala Lumpur, agreeing to operate the first center in Southeast Asia to install fuel-saving
winglet technology on Boeing's 737s.
The pact will enable the engineering firm to become a one-stop shop for airlines, said Craig
McCallum, sales director of Aviation Partners Boeing.
More than 100 aircraft are expected to go through the Malaysian center for conversion in the
next three to four years, McCallum said. The facility will cater to the needs of airliners from
countries such as Indonesia, India and Malaysia.
Boeing will provide all manufacturing and engineering support, tools and training to the center.
The announcement comes amid rumors that Malaysian Airlines is considering buying 737-800s.
However, Boeing denied any link between the airline's purchase order and the facility deal.
The Malaysia facility will be the fourth in the Asia-Pacific region, joining facilities in China,
Hong Kong and New Zealand.
"Growth in blended winglet sales has been nothing short of spectacular lately, and much of this
growth has been in the Asia-Pacific region," Mike Marino, Aviation Partners Boeing CEO, said
in a statement.
Introduced in 1999, the winglet technology has become popular because of the significant fuel
savings it provides for aircraft -- ranging from 100,000 to 250,000 gallons per year per aircraft.
The winglet system is currently available for Boeing 737s, and efforts are under way to offer
them on 757s, 767s and 777s in the future.


14 Jan 2005 - Hapag-Lloyd Original Launch Customer Comes Back for More APB
Blended Winglets
Hapag-Lloyd Flug, a member of the TUI Group and the launch customer for Boeing 737-800
Blended Winglets 4 years ago, has ordered 10 additional Blended Winglet Systems. The Boeing
Company will install the Blended Winglets as Buyer Furnished Equipment (BFE) on new 737-
800s to be delivered between January 2006 and May 2007. Hapag-Lloyd operates a 100%
Blended Winglet Equipped fleet of 737-800s. After 4 years of enjoying dramatic fuel savings,
along with measurable performance and environmental benefits made possible with Blended
Winglet Technology, this leading charter operator is sold on the benefits of Aviation Partners
Boeing Technology.
"This important order is a real affirmation of the outstanding value of our product," says
Aviation Partners Boeing CEO Mike Marino. "Hapag-Lloyd, our most experienced customer,
has an intimate understanding of the compelling value of Blended Winglet Technology."
Hapag-Lloyd enjoys a wide range of operational benefits with Aviation Partners Boeing's
patented* Blended Winglet Technology. At current fuel prices the fuel savings alone translates
into a Blended Winglet Payback of under 4 years. Additional important benefits include greater
payload-range capability and environmental advantages in terms of reduced engine emissions
and reduced noise on takeoff.
Aviation Partners Boeing Vice President of Sales & Contracts Patrick LaMoria reports that
Hapag-Lloyd needed no convincing to come in with its second Blended Winglet order. "Hapag-
Lloyd's experience operating with Blended Winglet Technology has made including them with
every new Boeing aircraft they operate a very simple decision."
By mid-2005 over half of all Boeing 737-800 and 700 series aircraft will be equipped with
Aviation Partners Boeing Blended Winglets.



7 Oct 2004 - Continental Airlines to Take Shipset #500 for NG Boeing 737-800
While delivery of shipset 500 is a milestone in the history of Aviation Partners Boeing, it's just a
hint of things to come as the global airline industry transitions to patented* Blended Winglet
Technology.
Blended Winglet Equipped Boeing aircraft are now flying on every continent. Current orders and
options stand at over 1200 shipsets with a potential universe of 10,500 Boeing aircraft in the
retrofit market alone.
"We're only in the early stages in terms of meeting the growing demand for Performance
Enhancing Blended Winglet Technology. But, it's a significant beginning," says Aviation
Partners Boeing CEO Mike Marino. "Blended Winglet Equipped commercial aircraft save fuel,
operate with enhanced performance due to a higher lift wing, and are measurably more
environmentally friendly. Today's 500 Blended Winglet Equipped 737 are saving over 50 million
gallons of fuel each year. If all Boeing aircraft worldwide were retrofitted with Blended Winglet
Systems worldwide fuel savings would be close to 1.8 billion gallons each year."
Aviation Partners Inc. developed Blended Winglet Technology in the early 1990s. Sized for
maximum performance, and with a wider sweep transition between wing and winglet, Blended
Winglets are typically 80% more effective than today's conventional angular winglet systems.
Typical operator benefits include fuel savings of up to 5%, depending upon flight profile,
improved performance from high and hot airfields, faster time to climb, lowered engine
emissions and a 6.5% reduction in takeoff noise footprint.
"The future is as exciting for us as it is for our customers worldwide who look forward to
improving the performance, fuel savings and overall return on investment of their aircraft," says
Aviation Partners Boeing Chairman Joe Clark. "We believe that anytime you can improve the
productivity and environmental benefits of an existing airplane, it's a wise investment."


10 Jul 2003 - Air Plus Comet Becomes World's First Operator of Boeing 737-300 with
Winglets
Air Plus Comet yesterday became the world's first operator of a Boeing 737-300 with advanced-
technology blended winglets and the latest carrier in Spain operating Boeing airplanes.
The winglets, which curve out and up from the plane's wing tips, improve an airplane's
performance and allow it to fly more than 185km farther than a 737-300 without winglets.
Winglets also offer excellent environmental benefits, including reduced fuel use, takeoff and
landing noise, and in-flight engine emissions.
"As the first worldwide customer for the new 737-300 blended winglet, we will be the first to
experience the fuel savings and environmental benefits they bring," said Alejandro Avila, Air
Plus Comet technical director.
The 737-300, leased from Aircraft Leasing Management, was delivered today. Headquartered in
Madrid, Air Plus Comet provides long-distance charter flights between Spain and European
locations and the Americas. It began operations in 1997.
Aviation Partners Boeing, a joint venture of Boeing and Aviation Partners, Inc., developed the
winglets. The winglets can be installed on 737-300, -400, -700 and -800 models. More than 28
carriers fly nearly 300 winglet-equipped 737s.



18 Feb 2003 - 737-300 Winglet Certification Delay
The STC for a retrofited winglet on the 737-300 has been delayed due to problems discovered
during the low speed handling phase of flight testing in Arizona. The winglets were producing
handling deficiencies near V2 at high gross weights caused by flow separation around the
transition to the winglet. Possible solutions include aerodynamic to the wingtips and outboard
vortex generators.


5 Dec 2002 - Blended winglet Boeing 737 makes European inroads
Sobelair, a Belgian charter operation, is leasing its first Boeing 737-800 with blended winglets.
The winglet gives the Wichita-made 737 reducing wing drag, and making the wing more
aerodynamically efficient, officials say.
"Sobelair flies particularly long routes to destinations in Africa, the Mediterranean and the
Middle East," says Aviation Partners Boeing sales director Patrick LaMoria, who is handling the
lease.
By the end of 2002, close to 200 Boeing Next-Generation 737s will be equipped with APB's
patented Blended Winglet Technology. Following introduction of Blended Winglet Systems for
Classic Series 737s, mid-2003, APB will certify Blended Winglet Systems for the 747-400.


Oct 2002 - Boeing 737-300 Blended Winglets Delivered
Kawasaki delivered its first Blended Winglets. to Aviation Partners Boeing (APB) in October.
Kawasaki is designing, developing and manufacturing the patented innovative winglets for the
Boeing 737-300/400/500 models under an official agreement inked with APB in October last
year (see Feb. 2002 Business Activities).
Blended winglets, which are made of a high-tech composite material specially developed for
aircraft, are attached to the tips of the wings to enhance performance by extending flight ranges,
reducing noise and making other improvements. Winglets are already a standard feature on the
Boeing Business Jet. The Boeing 737-700/800 models and Gulfstream's GII Business Jets have
also been equipped with them. It is anticipated that they will also be fitted to a wider range of
Boeing's existing aircraft, including the 747, 757 and 767 fleets. There are currently 1,000
Boeing 737-300 jetliners in operation around the globe. The winglets will be available as an
option for those Boeing aircraft being retrofitted.
Kawasaki used its proprietary KMS- 6115 composite material to create the latest winglets. KMS-
6115 is made from high-performance carbon fibers and toughened epoxy resin, with much
greater tensile and compressive strength than conventional composite materials. This is the first
time KMS-6115 will be used in a Boeing aircraft.


26 Feb 2002 - Partnership with Boeing 'starting to take off'

Seattle PI --
If you choose to sleep with an elephant, just be careful it doesn't roll over during the night. The
advice, and warning, came from a well regarded aerospace executive of a small company who
years ago lay down with an industry giant for a promising joint venture. It proved a painful
experience. The executive mentioned the elephant adage recently when talking about Joe Clark,
founder of Aviation Partners, a small Seattle company that developed revolutionary blended
winglets that attach to the end of an airplane wing to improve performance.
Clark has been sleeping with an elephant since the 1999 Paris Air Show. It was there that Clark
and The Boeing Co., the biggest aerospace company and commercial airplane maker on the
planet, announced the formation of Aviation Partners Boeing, a joint venture to put Clark's
blended winglets on 737 jetliners. While acknowledging there have been "growing pains,"
"cultural clashes" and "learning experiences," Clark also said the partnership with Boeing is
"really starting to take off."
A growing number of next generation 737 operators around the world have opted for the blended
winglets, which can boost fuel efficiency by as much as 4 percent. And they have helped Boeing
win orders over Airbus. One of Boeing's most important order victories last year was the
decision by Qantas, Australia's flagship carrier, to buy 15 737-800s and take options for at least
40 more. People close to the deal said the blended winglets offered on the Boeing plane gave it a
small but important performance edge over the Airbus A320 on new long-haul domestic routes
planned by Qantas. The blended winglets are offered as a retrofit for the 737-700 and the bigger
737-800. They are offered by Boeing as a factory-installed option only on the 737-800. So far,
more than 80 next generation 737s have been equipped with blended winglets, along with about
60 Boeing Business Jets, a modified version of the 737 commercial jetliner. The winglets are
standard equipment on all Boeing Business Jets. Clark expects that another 180 next generation
737s will be equipped with the blended winglets this year. Of those, about 50 will probably be
factory-installed in Renton, he said. About a dozen airlines are either flying winglet-equipped
737s or have them on order. "We are talking actively with another dozen airlines," Clark said
during a recent interview at his Aviation Partners office near the King County Airport terminal at
Boeing Field. "We will be announcing more orders soon."
Clark is even talking with the military and defense contractors. He met recently met with
officials at Northrop Grumman about putting blended winglets on the Global Hawk unmanned
aerial vehicle that has been used in Afghanistan. The winglets would add about two hours of
flight time for the Global Hawk, Clark said. "Every plane should be designed with winglets,"
Clark said.
Winglets were common on business and commercial jets before Aviation Partners arrived on the
scene. But those traditional winglets, found on all Airbus models and the Boeing 747-400, rise at
a sharp angle from the wing. Blended winglets gently curve up, as if they are part of the wing.
Winglets were first developed by NASA in the 1960s to help reduce drag. Increasing the wing
span can produce the same results. But wings of jetliners can't get any longer and still fit at
airport gates. What's more, increasing wing span means structural changes that add weight. So
far, the only U.S. carrier with 737s equipped with blended winglets is American Trans Air. But
Clark recently presented his friend John Kelly, chairman of Alaska Airlines, with a small model
of a 737-700 with blended winglets. The two men have known each other since the days when
Clark teamed with Milt Kuolt in 1981 to form Horizon Air, a regional carrier later sold to
Alaska. The model Clark gave to Kelly was painted in the livery of Alaska Airlines, with the
Eskimo logo on the winglets. "A picture is worth a thousand words," Clark said, explaining why
he was giving the model to Kelly.
Continental is another 737-700 operator being wooed. The 737 is the world's most frequently
flown jetliner. More than 4,000 have been built. Later this year, the blended winglets are to be
certified by the Federal Aviation Administration for the older "classic" 737s, starting with the
737-300. Certification will follow for the 737-400 and 737-500. His company's business plan
includes blended winglets for the 757, 767 and 747, Clark said, as well as for the MD-80 series.
"The retrofit market is huge," Clark said. "Our schedule is to certify the classic 737s this year,
the 747 next year, the 767 after that and then the 757."
The winglets designed for the next generation 737 are about 8 feet high. Bernie Gratzer, former
chief aerodynamicist at Boeing who was part of Clark's team at Aviation Partners that developed
the blended winglets, said the 747 flight tests showed the winglets reduced drag by about 6.3
percent. That can mean substantial fuel savings for an airline. Clark has been approached by
operators of older 747s, asking about retrofitting their planes with the blended winglets. "We
think we can save them about a million gallons of fuel a year per plane," he said. But Boeing is
not sold on blended winglets, at least for its bigger jets. Boeing engineers developed a raked tip,
which does not bend upward like a winglet, for the 767-400 and will use those raked tips for the
longer-range 777-300 now in development. And Boeing is considering raked tips, not blended
winglets, for future longer-range versions of its 747-400. "Why put raked tips on a 747? That's a
good question," said Gratzer, who retired from Boeing in 1986 and later was a professor at the
University of Washington's aeronautics and astronautical department. "We don't really
understand why they (Boeing) would do that," he added. But it was not so long ago that many
engineers at Boeing scoffed at the notion that winglets would do anything other than give the 737
a more sexy appearance. After all, wasn't that why all those rich guys who could afford private
jets wanted ones with winglets?
At the Paris Air Show in 1997, Boeing's Borge Boeskov approached Clark about blended
winglets on the planned Boeing Business Jet, a next generation 737-700 with the strengthened
wing of the 737-800. Clark's subsequent business proposal for Boeskov said the Boeing Business
Jet would get from 4 to 5 percent better performance with blended winglets. "The corporate guys
like the looks of these things because they differentiate the product, but frankly my engineers
have told me they don't work," Borge told Clark. So Clark told Boeskov his small company
would foot the bill to design winglets for the Boeing Business Jet if Boeskov would test fly them
on the plane. Unable to get Boeing engineers to go along, Boeskov turned to the German carrier
Hapag-Lloyd, a longtime Boeing 737 customer. Hapag-Lloyd supplied one of its new 737s, and
the results were better than Clark had predicted -- a nearly 7 percent reduction in drag. Hapag-
Lloyd is now one of those customers operating 737s with blended winglets.
Clark, who is not at all shy about expressing his opinions, is careful in talking about the
challenges he has faced working with the world's largest aerospace company on an idea that
Boeing's best and brightest once rejected. "They are a big bureaucracy and we sometimes want to
get things done quickly," Clark said of the joint venture with Boeing. He credited Alan Mulally,
Boeing's commercial boss, with helping change attitudes within the company. "Since Alan has
gotten behind this, it has changed overnight," Clark said. "We talked about five months ago and
he said he would really get behind the winglets program. "Since then, sales have really taken off.
Our relationship with everyone at Boeing has gotten much better." Then he added, "Of course,
we still have our differences." So far, though, the elephant has not rolled over.


8 February 2002 - Kawasaki of Japan will build 737 winglets
Friday, February 8, 2002
SEATTLE POST-INTELLIGENCER STAFF AND NEWS SERVICES
TOKYO -- Kawasaki Heavy Industries Ltd., Japan's second-biggest aerospace company, said it
will develop wingtips for Boeing Co. 737s, adding to an existing cooperation with the company.
Kawasaki Heavy will make blended winglets, which increase fuel efficiency and range, the
companies said. The companies didn't provide financial details.
Owners of 737s, of which more than 1,900 are in service around the world, will be able to fit the
wingtips onto their planes, the release said.


SEATTLE, Sept. 11, 2001 -
The first Boeing 737-700
arrived in Kenya Monday,
making Kenya Airways the
first airline anywhere in the
world to operate a 737-700
with blended winglets.
Kenya Airways is expected
to put the airplane into
service later this month. The
airplane will be leased
through GE Capital Aviation
Services.
"Our goal is to become the
premier airline of choice
in Africa and provide
more frequency for
passengers," said Isaac Omolo Okero, chairman for Kenya Airways. "The 737's economics and
low maintenance cost will help us continue to provide the best service to destinations throughout
Africa."
The retrofitted blended winglets on the 737-700 curve out and up from the wingtip, reducing
aerodynamic drag and boosting performance. Some of the potential improvements include better
fuel burn, increased range, improved takeoff performance and obstacle clearance. Working with
Aviation Partners Inc., Boeing developed the blended winglet technology for the 737 airplane.
"The addition of the winglets on the 737-700 will provide Kenya Airways with a superior
product," said Kevin Bartelson, chief operating officer for Aviation Partners Boeing. "The new
737-700 with winglets will add value to operators and provide a technologically advanced
product with a reputation for superior reliability."
The family of 737s consisting of the 737-600, -700, -800 and -900 is the newest design and the
most technologically advanced in the single-aisle market.
"Kenya Airways' selection of the 737 airplane will help reduce its fleet costs, which directly
affects the airline's bottom line," said Doug Groseclose, senior vice president of International
Sales, Boeing Commercial Airplanes. "With the new 737s, Kenya Airways can continue to offer
its customers a quality product and on-time in-service performance."
The airplanes are designed to fly higher, faster, farther, quieter and with greater fuel efficiency
than previous 737 models -- and the competition.
Kenya Airways, one of the fastest growing and most profitable airlines in Africa, will use the
new 737 to fly to key destinations in Africa and other domestic routes on the continent. There are
more than 130 Boeing 737s operating in Africa and more than 4,000 737s in service today.

Boeing 737 Advanced-Technology Winglets Make World Debut

SEATTLE, May 21, 2001 -- Boeing Next-Generation 737-800 advanced-technology winglets
made their world debut in revenue service last week with German carrier Hapag-Lloyd Flug.
Hanover-based Hapag-Lloyd became the first airline in the world to fly 737-800s equipped with
the cost-effective, environmentally friendly wingtip extensions on commercial routes. The carrier
uses 737-800s with winglets on routes from Germany to Mediterranean destinations.
The new winglets on the Boeing 737-800 curve out and up from the wingtip, reducing
aerodynamic drag and boosting performance. They add about 5 feet (1.5 meters) to the airplane's
total wingspan and allow the airplane to fly up to 130 nautical miles (240 kilometers) further.
"The winglets on our 737-800s will cut the airplane's already low fuel consumption, emissions
and takeoff noise and make them even more eco-friendly," said Wolfgang Kurth, Hapag-Lloyd
managing director. "Less fuel means more range and gives us the opportunity to open new
markets"
The fuel consumption of the 737-800s without winglets in Hapag-Lloyd's fleet already is as low
as 2.1 liters per 100 seat kilometers. "We expect the winglets to decrease fuel burn even further -
by up to 5 percent in cruise - and reduce the noise affected area by 6.5 percent," Kurth said.
Winglets also have the potential to increase the optimum cruise altitude of the airplane, reduce
engine maintenance costs, improve takeoff performance, and increase the weight the airplane can
carry by .55 of a ton to 3.3 tons (.5 of a ton to 3 metric tons).
"Next-Generation 737 winglets have proven their value in service on privately owned Boeing
Business Jets, and now Hapag-Lloyd will see firsthand the unmatched benefits winglets can
bring to commercial operators," said Toby Bright, Boeing Commercial Airplanes senior vice
president for Europe and Russia. "Hapag-Lloyd, which was the first airline to order the new-
technology 737-800s back in 1994, will once again make history as a company that quickly
recognizes the importance of technological improvements in aviation."
Hapag-Lloyd has started to retrofit its fleet of 27 Boeing 737-800s with winglets.
Winglets initially were developed for use on the Boeing Business Jet, an adapted Next-
Generation 737-700 with 737-800 wings, by Aviation Partners, Inc. (API). During the design
process, Boeing and API formed a joint venture that further developed the design. The joint
venture is called Aviation Partners Boeing (APB).
Building a quieter, more fuel-efficient airplane was a top priority for Boeing engineers who
initially designed the 737-800 and other members of the Next-Generation 737 family. The
model's new CFM56-7 engines produced by CFMI, a joint venture of General Electric Co. of the
United States and Snecma of France, meet community noise restrictions well below current
Stage 3 limits and below expected Stage 4 limits. Emissions also are reduced beyond required
standards.

Winglets boost to Boeing 737--800 performance
SEATTLE, Feb. 18, 2000 - The Boeing Company announced today that it is offering Next-
Generation 737-800 customers a new, advanced-technology winglet as a standard option.
The winglet will allow a new airplane that already flies farther, higher and more economically
than competing products to extend its range, carry more payload, save on fuel and benefit the
environment. The first Boeing 737-800 with winglets is expected to be delivered in the spring of
2001. All subsequent 737-800s will be equipped with structurally enhanced wings that will make
it easier for owners of standard 737-800s to retrofit those jetliners with winglets.
"The key to product leadership is to create a superior product, then continually improve it in
ways that add value to customers," said John Hayhurst, vice president and general manager, 737
programs. "With this new winglet, the Next-Generation 737 will remain the most advanced
airplane family in its class for the 21st century, just as it was for the 20th."
A Next-Generation 737-800 equipped with the new winglet will be able to fly farther, burn 3
percent to 5 percent less fuel, or carry up to 6,000 pounds more payload. Other benefits include a
reduction in noise near airports, lower engine-maintenance costs, and improved takeoff
performance at high-altitude airports and in hot climate conditions.
The winglets weigh about 120 pounds each. They are made of high-tech carbon graphite, an
advanced aluminum alloy and titanium. The winglet is eight feet long and tapers from its four-
foot wide base to a width of two feet at the tip. Unlike traditional winglets typically fitted at
abrupt angles to the wing, this new advanced "blended" design gently curves out and up from the
wing tip, reducing aerodynamic drag and boosting performance.
The 737-800 winglet was developed initially for the Boeing Business Jet (BBJ), which also
features the state-of-the-art 737-800 wing. This winglet will be available initially as an option on
the 162-passenger 737-800. Formal availability of the winglet will follow quickly on other
models that feature the 737-800 wing, including the 737-700C and the 737-900. The
applicability of the winglet to Next-Generation 737-600 and 737-700 models is being assessed.
The blended-winglet technology was developed by Aviation Partners Inc. of Seattle. In 1999,
during the design of the BBJ winglet, Aviation Partners and The Boeing Company formed
Aviation Partners Boeing (APB), a joint venture that completed and owns the design. APB is
developing the capability to make the winglet available as a retrofit for airplanes already in
service.


SEATTLE, Oct. 23, 2000 -
German carrier Hapag-Lloyd Flug
became the first airline to fly the
Boeing 737-800 with blended
winglets. The test flight took place
Sept. 26 2000 in Seattle.


First BBJ flight with winglets
Feb 22, 1999


Boeing Business Jets Announces Winglets Test
SEATTLE, June 4, 1998 Boeing Business Jets announced today that it has been testing the use of
winglets on a Boeing 737-800 for possible application on the new Boeing Business Jet (BBJ).
The winglets are being tested as a possible range-performance enhancement for the BBJ.
Designed and manufactured by Seattle-based Aviation Partners Inc., the two 8-foot high, blended
and vertically mounted winglets are attached to the end of each wing of the airplane.
"The Boeing Business Jet's 6,200 nautical-mile range already ranks it with the leading business
airplanes in its class," said Borge Boeskov, president of Boeing Business Jets. "We want to test
the application of winglets as a way of making a world-class product even better. We are testing
to determine whether winglets will provide a range-performance enhancement by reducing
drag."
The BBJ is a derivative of the Next-Generation 737-700, combining the -700 fuselage with the
strengthened wings and landing gear of the larger and heavier 737-800. This combination gives
the BBJ a range of 7,140 statute miles (6,200 nautical miles, 11,480 kilometers).
"As a special-use airplane for executive teams and private owners, the BBJ will fly much longer
routes - up to 14 hours nonstop - than commercially operated Boeing 737s," Boeskov said.
"These are the routes where winglets would have the best opportunity for performance
improvements."
In addition to performance, winglets will give the Boeing Business Jet a look that will set it apart
from other business and commercial jets of its size.
"We want the BBJ to stand out, and we want it to look distinctive among all other business jets,"
Boeskov said.
Boeskov said the first phase of flight-testing will be completed this week. Whether winglets will
be used on the BBJ will be determined following evaluation of testing data.
Major assembly of the first BBJ fuselage was recently completed in Wichita, Kan., while work
on the first wings and other components is progressing in the Puget Sound area. The airplane's
first flight is scheduled for August. Boeing Business Jets is a joint venture between The Boeing
Company and General Electric Co.