1 week Ago By Channing Reid
Alaska Airlines bid farewell to what some might have considered the most important and beloved airframe in its fleet. Amidst its efforts to erase the original Boeing 737-900 variant from its operations, the Seattle-based carrier ferried the first-ever-produced airframe to Pinal Airpark (MZJ) in Arizona for retirement on Tuesday. It comes just short of what would have been its 22nd anniversary with Alaska.
However, according to fleet data, the retirement is right on schedule, given that the plane took to the skies for the first time nearly a quarter of a century ago. High-Flying Retirement Flight N302AS departed from Seattle-Tacoma International Airport (SEA) as AS9414 at around 11:30, according to Flightradar24 . Ascending from Runway 16L, the plane followed a typical southbound departure path, passing just west of Mount Rainier and subsequently over the Tahoma State Forest.
Just 15 minutes after takeoff, the aircraft was climbing through its typical cruising altitude of anywhere between 34,000 and 37,000 feet – if it was carrying passengers. However, since there was likely no one else onboard other than the crew, the plane rocketed up to its maximum service ceiling of 41,000 feet, leveling off only five minutes later. At approximately 13:39, N302AS was right over Arizona’s state capital.
At this point, its final descent was initiated. It remained flying south-southeast for about five more minutes before turning more eastward to approach MZJ. At around 13:49, the aircraft lined up for its final approach.
It touched down on Runway 12 at 13:53. Before its retirement, N302AS spent its last day of revenue service operating four legs on Monday. Across those flights, it visited San Francisco, Austin, Burbank, and finally Seattle.
Simple Flying contacted Alaska regarding the retirement on Tuesday, but the airline did not respond to requests for comment. Rough beginnings The 737-900 started out as a rather lackluster program compared to other variants. It was announced in June 1997 as a competitor to the Airbus A321 .
Boeing extended the fuselage from the preceding 737-800 series by seven feet, 10 inches, bringing its overall length to 138 feet and three inches. However, due to the same emergency exit configuration as the -800, passenger capacity could not be exceeded beyond the maximum of 189 passengers. The Boeing 737 family first flew over 50 years ago.
As such, only 52 airframes were ordered, according to Jet Back In Time . The poor sales led Boeing to launch the more successful 737-900ER variant. With an extra pair of emergency exits, airlines had the option to configure the cabin to accommodate a maximum capacity of 215 passengers.
Additionally, the plane could fly further with its increased range, which has proven to be favorable among many. Setbacks Amid Extensive Testing As the series prototype, Boeing used N302AS as a testbed under the registration of N737X. It performed its maiden flight, debuting as the largest 737 Next Generation variant on August 3, 2000.
Throughout the following six months, the plane was utilized to conduct several tests, as Federal Aviation Administration (FAA) certification for series production was projected for March 2001. CFM International , the exclusive manufacturer of the aircraft’s CFM56-7 engines, also participated in the tests. The entire flight test program and certification took 381 hours.
Boeing, however, would subsequently endure some issues with the prototype a few months later. In July, the planemaker used the aircraft to investigate some in-service problems that were presented on earlier NG variants, and minor issues that were specifically related to the -900 series, according to FlightGlobal . Tests were performed to focus on a spoiler buffet effect that 737-900 pilots noticed when the aircraft landed.
Boeing reportedly described the issue as “more of a nuisance.” The highly-anticipated Boeing 777X is currently undergoing rigorous certification tests in multiple destinations. The prototype, which was equipped with a multitude of testing instruments, was also integral in Boeing and Honeywell’s investigation into vibration and fatigue issues with the inlet that connected to the plane’s auxiliary power unit (APU).
Additionally, it was used to uncover where excessive noise originated on the flight deck, which ultimately led to modifications to reduce noise and lateral trim rigging rework, according to FlightGlobal. Nearly 68,000 Flight Hours N737X remained as the testbed until it was delivered to Alaska on April 29, 2003. However, following certification in Spring 2001, Boeing commenced series production and delivered airframes to Alaska, Continental Airlines, Korean Air, and KLM Royal Dutch Airlines that same year.
By the time N737X bore its new tailnumber of N302AS, Alaska had already taken delivery of seven airframes. While the four operators of the aircraft type went on to retrofit their examples with blended winglets, Alaska kept the original straight wing design on a select few examples, including N302AS. It also sported its original over-cockpit windows, or “eyebrows,” which are no longer needed due to advancements in avionics.
The aircraft’s retirement leaves just four airframes left in the fleet. All are scheduled to be withdrawn from service this year . According to ch-aviation , N302AS recorded 67,909 flight hours across 27,560 flight cycles throughout its nearly 22 years with Alaska.
The retirement is right on schedule; its minimum date was set for April 2025. The carrier operates the youngest A321ceo fleet..
