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When can we expect the Boeing 737 Next Generation aircraft to reach End-of-life / stop flying? The Next Generation is the name given to the −600/-700/-800/-900 series of the Boeing 737 airliner.
Being able to use any pilot on any aircraft, or reroute any aircraft to be flown by any crew, simplifies airline scheduling. And when the 737 NG was first coming out, there were airlines that flew both Next Gen's and Classics that didn't want to separate their crews into two categories, and since the customers asked for it, Boeing obliged.
The early Boeing 737 models had wings with triple-slotted flaps that appeared to be derived from the 727. When the 737 was redesigned as the Next Generation series (dash 600 through 900), these flaps were dropped in favor of a double-slotted design.
The first three are 737 Next Generation. As of February 28, 2019, there is a total of 38 unfilled orders for that family (discounting the military P-8). Whereas there are 4,636 unfilled MAX orders as of the same date.
As you noted, the 737-100 is the most extreme example, where only 30 of the 737-100 were ever built, and the 737-200 saw over 1000. This gave them a market roughly 30 times larger. It probably didn't make sense to certify the mini-winglets on the 737-100 if there were only a handful of airplanes that would use it.
My understanding is that Boeing 737-600/-700/-800/-900 are all 737NG. I've read before that the previous generation (737 Classic) can't be used in the USA as they don't have fuel inerting systems. But do all (or nearly all) 737NG have fuel inerting systems? I'm thinking here about 737NG worldwide, and not necessarily those in the USA.
The wing tips calling as "sharklet" at Airbus A/Cs and "winglet" at Boeing A/Cs. It reduces the tip vortex and helps to prevent from airflow seperation at wing tips. It have positive effects on both fuel consumption and turbulance making.
When they get done, they will have an airplane that might be as good as the Next Generation 737. We think we can continue to make incremental improvements to the 737 to make sure that it is a more capable airplane than even the re-engined A320. (Leeham News) Boeing wasted valuable time here while Airbus was working on the A320neo.
The main difference is size and purpose. Despite being larger than most 737 variants, the 737-MAX is still a smaller, short haul plane. It carries 180 passengers to the 787's 280, has a range of 3630 nautical miles to the 787s 7635. Above all, the 737-MAX is still a narrow bodied jet, while the 787 is a wide body.
New 737 Next Generations (the 737-700/-800/-900) 1 use split-scimitar winglets, which have a main body shaped like a blended winglet, but with its upper tip hooked backwards, and also have an additional scimitar-shaped fin projecting outwards and backwards from the upbend in the winglet. (Image by Mnts at Wikimedia Commons.)