Boeing B-737 Western Pacific "The Simpsons" Model Airplane

Item#: CAB737WP

MSRP Price: $399.95

Factory Direct Price: $279.95

Factory Direct Models introduce this Made to Order Boeing B-737 Western Pacific Wooden Aircraft. This Boeing B-737 Western Pacific Commercial Aircraft Model was handcrafted from the finest Philippine Mahogany and was sealed to last for generations. Working from our library of blueprints, reference materials and their exact photographs, Factory Direct Models master artisans recreated this famous commercial aircraft into an amazing detailed Scale Model Aircraft.

This Boeing B-737 Western Pacific Wooden Aircraft comes with a detachable stand, a Laminated Logo and an Inscription Plaque that adds beauty to this collectible Model Airplane Replica.

Your model will be made exactly as shown in the photographs. If you would like to change this model in any other way, please visit Our Custom Model Gallery section of our website to commission a personalized model to be built.

Boeing B-737 Western Pacific History:

Development of a stretched version of the Boeing 737 began in 1979, when market studies began 10 show the need for what Boeing was later to describe as 'a longer-bodied version of the popular 737 twinjet, designed to burn less fuel per passenger and provide reduced noise levels for the short-haul markets of 1985 and beyond'. As has been the case with many programs to 'stretch' an existing aircraft, the exact degree of lengthening that was desirable remained open to question for some time, as airline reactions were studied and launch customers sought. By early 1980, the Model 737-300 designation had been adopted for the proposal and, when details were published by Boeing in the course of the Farnborough Air Show later that year, a stretch of 84in (2.13m) was indicated, compared with earlier studies that provided for a lengthening of only 40in (102m). However much the aircraft was lengthened, engines more advanced and more powerful than the JT8Ds used in the Model 737-200 were needed, with fuel efficiency and low noise levels the two most important characteristics. As plans for the Model 737-300 were confirmed, it became clear that the choice of engine lay between the CFM56, which could be developed in a version of suitable thrust, or the RJ500, a proposed new engine which Rolls-Royce in the UK and JAE in Japan hoped to launch, based on Rolls-Royce's earlier work on the RB.432. When the RJ500 itself became submerged in the V2500 turbofan under develop Development of a stretched version of the Boeing 737 began in 1979, when market studies began 10 show the need for what Boeing was later to describe as 'a longer-bodied version of the popular 737 twinjet, designed to burn less fuel per passenger and provide reduced noise levels for the short-haul markets of 1985 and beyond'. As has been the case with many programs to 'stretch' an existing aircraft, the exact degree of lengthening that was desirable remained open to question for some time, as airline reactions were studied and launch customers sought. By early 1980, the Model 737-300 designation had been adopted for the proposal and, when details were published by Boeing in the course of the Farnborough Air Show later that year, a stretch of 84in (2.13m) was indicated, compared with earlier studies that provided for a lengthening of only 40in (102m). However much the aircraft was lengthened, engines more advanced _and more powerful than the JT8Ds used in the Model 737-200 were needed, with fuel efficiency and low noise levels the two most important characteristics. As plans for the Model 737-300 were confirmed, it became clear that the choice of engine lay between the CFM56, which could be developed in a version of suitable thrust, or the RJ500, a proposed new engine which Rolls-Royce in the UK and JAE in Japan hoped to launch, based on Rolls-Royce's earlier work on the RB.432. When the RJ500 itself became submerged in the V2500 turbofan under development by IAE, a consortium in which both Rolls Royce and JAE became members, the CFM56 became the only engine that could be available for the Model 737-300 in the proposed timescale. The later, based on launch orders announced in March 1981 from US Air and Southwest Airlines, was established with an entry into service date of late 1984. By the time of the launch, the fuselage had grown again, by a further 20in (0.51m),with a 44in (1.12m) plug ahead of the wing and a60in (I.52m) plug aft of it. This allowed the maximum seating to be increased to 149 and gave the Model 737-300 some 21 more seats than the Model 737-200 in a comparable all-tourist layout. Apart from the higher weights at which the Model 737-300 was to operate, some airframe modifications were made, including wing tip extensions that added 9in (23cm) to each tip, some changes to the leading-edge slots, revised trailing-edge 'flipper' flaps and flap track fairings, an addition to the dorsal fin area, and a lengthened nose wheel leg to provide adequate ground clearance for the engines. To fit the larger-diameter CFM56 engines under the wings, their accessory drives were located on the sides of the engines, resulting in a somewhat unusual flat-bottomed nacelle shape. The first Model 737-300, destined for delivery eventually to US Air, flew at Seattle on 24 February 1984, with second and third aircraft flying on 2 March and 4 May.

The Model 737-300 is available at two maximum weights, the higher weight being required when the optional fuel tanks are carried in the aft cargo bay Up-rated CPM56•3B2 engines are available for operation in 'hot and high' conditions. Corporate/ executive versions of the stretched aircraft carry the designation 737-33. Since launching the Model 737-300, Boeing developed a number of ways of extending the market for the Model 737, including further stretches of the fuselage. At the project stage, these included a Model 737-400 (also known at one stage as the Model 737-300L) with extra fuselage length to seat another 17 passengers, and a Model 737-500 (sometimes known as the Model 737-100L) which was to be a shortened version with CPM563B4 engines. The latter was intended particularly to meet a US Air requirement, and when this airline ordered Fokker 100s. The launch order for the Model 737-400 was obtained from Piedmont Airlines on 4 June 1986. As then defined, the Model 737-400 had a 9fl 6in (2.9m) fuselage stretch to offer an all coach-class layout for 156 passengers. With 22,000Ib thrust (9,979kgp) CFM56-3B2 engines, the Model 737-400 has a gross weight of 150,000lb (68,040kg), and other changes include a tail-down rubbing strip under the rear fuselage, new Kruger flaps outboard of the engine nacelles, extra emergency exits and some changes in the galley layout. The date of the Model 737-400's first flight was set for January 1988, with deliveries to Piedmont to starting in September 1988.

FM certification of the Model 737-300 was obtained on 14 November 1984, and Boeing began delivering the new variant on the 28th day of that month, when US Air accepted its first aircraft, followed two days later by Southwest Airlines, first acceptance, which flew the first revenue services on 7 December 1984, with US Air following on 18 December. The first delivery to a non-US customer was made to Orion Airways in the UK on 29 January 1985, with service entry on February 22, 1985 and Pakistan Airlines took delivery of the first Model 737-300 with the up-rated -3B2 engines on May 31, 1985, for first service on July 1, 1985. To date, Boeing has sold 30 Model 737-100 (produced from 1967-1970), 1114 Model 737-200 (produced from 1967-1988), 1113 Model 737-300 (produced 1984-1999), 486 Model 737-400 (produced 1986-2000) and 389 of the Model 737-500 (produced 1989-99). The price per aircraft was is in the bracket of $25 to $30 million. Total production of the Boeing 737 series has exceeded 5000 aircraft making it the most popular commercial jet aircraft in history.

Western Pacific Airlines, or WestPac, began service on April 28, 1995 using eight Boeing 737-300 jets. The low-cost airline was formed in 1994 under the name Commercial Air but the name was short lived and was changed to Western Pacific for marketing reasons. Originally based at Colorado Springs airport, Western Pacific flights operated west of the Mississippi River. Later the airline's route system spread to the east coast and expanded on the west coast as new Boeing 737s were purchased. As the airline grew, the airline leased Boeing 727s. After a failed merger with Frontier Airlines, Western Pacific Airlines declared bankruptcy in February 1998 and ceased all operations. WestPac operated a number of unusual paint schemes on it’s aircraft, the most notable was the Simpson’s aircraft, boldly emblazoned with the characters of the FOX Television Networks prime-time cartoon The Simpson’s.