The first green aircraft arrived at Wichita in December 2002 for structural modifications. Each AEW&C contains an extra 863 electronic boxes, 300 kilometres of wiring and four million lines of software code more than a standard 737 NG. DOW is expected to be just over 50,000kg (110,000lbs). The IDGs are uprated to 180kVA and can be seen bulging from the engine cowls. The aircraft will also have chaff and flare dispensers and approx 60 antenna and sensor apertures. Other modifications include a new section 41 with a cut-out for an air-to-air refuelling receptacle and nose, wingtip and tail mounted counter measure systems. Also the elevator feel pitot probes have had to be moved higher up the fin away from the disturbed airflow (see photo). Inevitably, the Top Hat reduces the airflow over the fin & rudder which has necessitated the addition of two ventral fins to increase the directional stability for engine-out flight. ![]() The pylon air intakes are for the liquid cooling system. It provides fore and aft coverage with a low drag profile allowing the system to be installed without a significant impact on aircraft performance. The antenna alone weighs 2950kg (6500lbs) and is 10.7m long. This is a phased-array, Multi-role Electronically Scanned Array (MESA) radar sensor developed by Northrop Grumman and mounted in a rectangular fairing over the rear fuselage. Its main external feature is the “Top Hat” antenna. It carries a mission crew of between 6 and 10 in the forward cabin. ![]() The 737 AEW&C costs at least $200 million, this compares with about $400 million for the 767 AWACS. The base plane is essentially a Boeing Business Jet, which has the 737-700 fuselage with the stronger 737-800 wing to support its extra weight and the BBJ aux fuel tanks. The 737 Airborne Early Warning and Control is designed for countries that don't need (or can't afford) the capability of the much bigger 767 or 707 AWACS. 19 Orders (Australia 6, Turkey 4, South Korea 4, UK 5, USA 2)
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