The 737-500, the so-called ‘baby’ Boeing, has virtually reached the
end of serving the United States, at least when it comes to airlines.
With just three routes remaining, all with Bahamasair, seats for sale by the variant
total just 83,800 this year. While capacity is next to nothing, it’s not all bad news.
The type resumed US service in 2020 after last being withdrawn by Southwest in 2016.
The 737-500 has nearly disappeared from the US
in a scheduled airline sense. As you’d expect, it’s a similar story to other older
and less fuel-efficient types, such as the 737-300 and the A340.
Now only Bahamasair serves the US with the type and there are three routes to Florida, as shown
here. They’re all short airport-pairs with an average distance of just 233 miles (375km).
The small Boeing isn’t Bahamasair’s only equipment to the Sunshine State. Depending on the route,
the 138-seat B737-700, 70-seat ATR-72-600, and 50-seat ATR-42-600 are used too,
but to significantly different degrees. Here is how often the 737-500 is used on each route.
Bahamasair has just two 737-500s, averaging nearly 29 years of age.
These jets have 120 seats in an all-economy layout. Multiple airlines have used the two
aircraft over the years, but now they’re both owned by Bahamasair.
Eighteen years ago, in 2004, the baby Boeing had 27.2 million seats to, from, and within
the US. That may seem a lot in itself, but it was only about 2% of the total seats available.
In contrast, the larger and economically stronger 737-300 had 126 million seats
in the US – nearly five times as many. Historically, the economics of the -500
were not favorable compared to the 737-300. While the -300 has a 4% higher maximum takeoff weight,
it’s offset by a 14% higher maximum payload. This goes to the heart of aircraft economics,
and is replicated across other aircraft types and stretched variants.
The 737-500 is just too heavy for its payload, meaning higher and less attractive seat-mile
costs. Along with effectively scrap value acquisition costs, it explains why users
are now typically in developing nations, such as Afghanistan, Nigeria, Sudan, and Iran (the
latter from sanctions). It’s the same for other older aircraft, like the MD-80 and the 737-400.
Of course, one benefit is that they don’t have to be used much, as with
Allegiant and Breeze’s second-hand equipment. The fixed cost element would be very low,
traded off with higher variable costs, mainly fuel consumption and maintenance.
In 2004, almost four in ten 737-500 seats to, from, and within the US were by Southwest.
The low-cost carrier’s share gradually rose after United grounded the type in August 2009.
The Classic variant returned in 2012 because United inherited 27 aircraft following its
full integration with Continental. However, they didn’t last long- leaving the fleet in May 2013.
While the type is clearly on its way out,
many of you watching may have flown on this short aircraft before.
What memories and experiences do you have of the 737-500? Share them in the comments.