737 MAX quietly rolls out today

a reply to: BASSPLYR

Yes, it's a Sat. link for wifi.

BTW, no one has even gotten close to Zaph's original question yet.

reverser doodads on the exhaust for landing on shorter runways? I know she's got a really shirt take off length

a reply to: Sammamishman

New Leap engines?

a reply to: Bfirez

What about them?

a reply to: Zaphod58

You never told us more about them like I had requested in my initial post?

a reply to: BASSPLYR

I'm going to later. It's a lot easier from my laptop than my phone. Patience Grasshopper.

APU? If I remember right. Pilots never liked the 737 APU. Maybe going back to an old one that gives more independence for the pilot and plane crew?

a reply to: BASSPLYR

Nope.

a reply to: Sammamishman

Uh it's stands taller cause the engines are fatter?

originally posted by: Zaphod58
All of those are relatively minor aerodynamic changes. Think something that hasn't been seen on a 737 in a long time.

A Commercial Pilots Dignity?

Engine Nacelle are round ( or at least rounder) just like the old school ones and not triangular.

a reply to: Zaphod58

Leap 1B's? The nacelle looks awful different, especially at the back end. I havent looked up too much else about it but the nacelle and the struts look new.

a reply to: Bfirez

The major change I was looking for was a new angle to the engine and fully round inlet. Even though the engine is bigger than the CFM56 on the older 737s, they have enough ground clearance on this engine to go to a round inlet, instead of having to flatten the bottom like they did on the 56 inlet.

When they designed the engine attachments for this one they angled the engine sightly and moved the CG 7 inches forward, which gave them the clearance for the inlet. It also angles the engine so that if the nose gear were to collapse the entire bottom of the engine will hit her ground flat, instead of landing on the inlet.

For an engine, Boeing went with the CFM International Leap-1B. The Leap-1B engine uses lessons from the GE90/GENX for the core, and the CFM56 for the rest of the engine. It is also the first to use large scale CMCs. According to CFM, it takes 150,000 miles of carbon fiber to create one fan blade, but it's capable of holding the weight of an aircraft the size of an A350 or 787.

By combining the GE90 core, and the CFM56 engine, CFM has managed to get a 15% decrease in fuel burn, over the CFM56-7BE, while having the same reliability rate as the older engine. The -7BE has a 2% fuel burn improvement over the standard -7B and up to a 4% reduction in maintenance cost. The -7B is used on the C-40B, P-8A, and 737 AEW&C aircraft. This is pretty significant, since in 2007, CFM made changes to the -7B that improved maintenance costs by 5-15% depending on thrust rating. The -7BE has an additional decrease in maintenance costs above that, depending on thrust rating. The Leap 1 family is expected to have a 99.98% dispatch rating.

www.cfmaeroengines.com...

Boeing rolled the Max 9 out this morning. They plan on starting ramp testing, in the coming weeks.

Max 9 rollout.

a reply to: Zaphod58

I want to see the Max 10 already.

Between the stretched 737 and that gonzo 777 Max, whoever makes those tailstrike blisters for Boeing is a supplier I need to invest in.

a reply to: Sammamishman

I want to know when the MAX enters service for Southwest. I might want to go to BWI to planespot that one.

They're investing a ton in their fleet right now. On my return flight from Houston last week, I had just about the closest I've ever come to flying in a brand-new aircraft. It even had the new-style blue vinyl ultra-thin seats with the molded plastic seatbacks.

a reply to: Sammamishman

Corny video but she's pretty in a classic people mover kind of way.