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Contents

Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Close up photos of internal and external components Illustrated history and description of all variants of 737 Databases and reports of all the major 737 accidents & incidents History and Development of the Boeing 737 - MAX General flightdeck views of each generation of 737's Technical presentations of 737 systems by Chris Brady Detailed tech specs of every series of 737 A collection of my favourite photographs that I have taken of or from the 737 Press reports of orders and deliveries Details about 737 production methods A compilation of links to other sites with useful 737 content Study notes and technical information A compilation of links to major 737 news stories with a downloadable archive A quick concise overview of the pages on this site

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MAX-10

Boeing launched it's longest version of the MAX on 19 Jun 2017, to compete with the Airbus 321 NEO and fill the gap in the market left by the 757. The MAX-10 has over 361 firm orders and commitments, plus up to another 300 placed by Ryanair in May 2023.

After the announcement of the variant, Boeings Randy Tinseth has said that the 737 Max 10 will offer the same capacity as the slightly longer Airbus A321neo, but will be 2.8 tons lighter, have lower fuel consumption and slightly greater range. He went on to say that "We aren't looking to simply build something on par with the A321neo. We're bringing a better airplane to the market - and that's our focus."

The first MAX -10 fuselage, l/n 7644, arrived at Renton in early April 2019. The first aircraft was rolled out on 19 Nov 2019. Certification has been delayed until 2023 to develop changes required following the MAX grounding. The first flight was 18 Jun 2021 at 11am PDT (18:00 GMT) from Renton to Moses Lake by N27751 (66122/7644).

Certification has been delayed by slower processes following the FAAs tightening of procedures following the MAX accidents. This has delayed the expected certification date to late 2024 which is after the FAAs 27 Dec 2022 deadline after which all newly certified transport aircraft types require a "flight crew alerting system". Boeing sucessfully challenged the need for the MAX-10 and MAX-7 to have such a system as it would make it significantly different from other 737 models.

Significant changes are fuselage length, the addition of synthetic AoA and a redesigned landing gear.

Headlines:

  • Length 43.8m / 143 feet 8 inches, ie 66 inches (1.68m) or 2 seat rows longer than the MAX-9
  • Passenger capacity 230 in single-class layout, 12 seats more than the MAX-9.
  • Mid-exit doors to be 4 inches wider to improve exit limit rating
  • Range 3215nm. Slightly less than MAX-8 and -9 (3,515nm) but 265nm more than -900ER (A321NEO range c4000nm)
  • Slightly higher MTOW, approx 92,000kg
  • Engine LEAP-1B with possible thrust bump
  • Levered MLG, that extends up to 24cm (9.5in) on take-off to prevent tail strike.
  • Improved body contour to reduce the risk of tail strikes.
  • An “improved flap design” that enables more approaches and landing at Flaps 40
  • Maximum landing weight centre of gravity modified in a way that will avoid “tail tip” events.
  • Autoland will be certified for lower landing flap settings to improve go-around climb performance following enroute icing conditions.
  • A lighter flat aft pressure bulkhead
  • A modified wing for low-speed drag reduction
  • Enhanced AOA
  • Overspeed / stall warning inhibit
  • Certification date expected late 2024 or early 2025.
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*** Updated 05 Aug 2023 ***

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More details...

Shortly after United airlines placed an order for the MAX-10 to replace their -900 and -900ERs, Howard Attarian, the SVP Flt Ops issued a letter to pilots giving a few more details including:

  • A modified landing gear that extends up to 23cm on take-off to prevent tail strike.
  • An “improved flap design” that enables more approaches and landing at Flaps 40.
  • Autoland will be certified for lower landing flap settings to improve performance during enroute icing conditions.
  • Maximum landing weight centre of gravity modified in a way that will avoid “tail tip” events.
  • Improved body contour to reduce the risk of tail strikes.

737 MAX 10

Fuselage

Two extra fuselage barrel sections forward and aft of the mid-section will give an overall length of 43.8m / 143 feet 8 inches which is 66 inches (1.68m) or 2 seat rows longer than the MAX-9, giving it a single class passenger capacity of up to 230, or a two class capacity of 189, still 4 less than a two-class A321 NEO.

There will also be an improved body contour to reduce the risk of tail strikes.

Landing Flap

There is to be an “improved flap design” that enables more approaches and landing at Flaps 40. Also, autoland will be certified for lower landing flap settings to improve go-around climb performance following enroute icing conditions.

Higher MTOW

The MTOW will have to be increased by at least 1,200kg to take the extra 12 pax. Plus any additional fuel/range capability that might be desired.

Engine

The idea of using the LEAP-1A or 1C has been abandoned. The advantages of continuing with the LEAP-1B are that the fan diameter remains the same and this greatly reduces development and certification time.

The quick option is using the “thrust bump” capability of the LEAP-1B. Rated at just over 29,000 lb. for takeoff, the Leap 1B28 is expected to be capable of a “throttle push” to over 31,000 lb. This would save the problems of an increased fan diameter.

Enhanced AoA

Although the revised MCAS now has split vane monitor and Mid Value Select (MVS) input from the AoA probes, there are still only two probes on the aircraft so the FCCs do not know which one to trust in the event that one misbehaves. It is probably significant that this concern was raised by EASA and the Airbus has three AoA probes. EASA is not insisting upon a third probe but instead agreed to a synthetic sensor or "Enhance AOA" which computes AoA data from five other existing sources on the aircraft. If the eAOA detects it is receiving an erroneous signal from either of the standard sensor vanes, it will suppress that input. Boeing already uses synthetic airspeed on the 787 so this is achievable, albeit expensive and time-consuming. Boeing has agreed to introduce synthetic eAoA with the MAX-10 and then retrofit it to the rest of the MAX fleet.

Main Landing Gear

Although the engine is unchanged, the fuselage is lengthened so the main landing gear must be modified to enable adequate clearance of the longer body for rotation on takeoff and landing and to ensure the aircraft remains stall rather than pitch-limited.

The original plan was to lengthen the MLG however since the fan diameter is unchanged an easier solution which requires no changes to the wheel well has been adopted, namely a "semi-levered" design which is more commonly known as a trailing-link, similar to that used on the 777-300ER and 787-10, that shifts the rotation point slightly aft. The gear is also telescopic and contracts during retraction to fit into the existing wheel well.

Details of the MAX -10 landing gear were released in a video by Boeing in late Aug 2018 in which the 737 MAX chief product engineer, Gary Hamatani, states that Boeing has "settled on a levered design that enables the gear to extend 241mm (9.5in) upon rotation during takeoff". In addition to the lever, the Max 10's main gear has a steel "innovating shrinking mechanism" that pulls the inner cylinder as the gear retracts, enabling it to fit in the same wheel well. From a pilot's perspective, there is absolutely nothing different from the Max 10 landing gear and the existing Max family.

Image: Boeing

One of the MAX 10 prototypes was the first 737 to be fitted with an overspeed / stall warning left & right system inhibit switches, just forward of the Captains yoke. This will allow crew to inhibit either or both systems to elliminate the distraction in the event of a malfunction. More details here
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